The first and main difference between a diesel unit and a gasoline unit is the ignition system or, in other words, how the fuel is ignited in the engine.

In an engine that uses diesel fuel, ignition occurs when diesel fuel comes into contact with air heated by compression, which accumulates inside the engine cylinder.

When they talk about adjusting the ignition system in a diesel engine, these words mean the process of changing the advance angle of the injection of fuel supplied at a specific moment - at the very end of air compression.

If the angle is set incorrectly and differs noticeably from the required parameters, then fuel injection will occur untimely, which will interfere with the normal operation of the engine and can cause the most dire consequences for further operation.

Also, an incorrectly set angle leads to incomplete combustion of fuel in the cylinders.

There is such a thing as earlier or later ignition.

In other words, the ignition system in a diesel engine is one of the most important components. A special high-pressure pump, the injection pump, is responsible for supplying fuel to such an engine.

This device, together with the nozzles, determines the dosage of diesel fuel that is supplied to the engine.

Often the driver has to deal with the fact that he needs to set the ignition with his own hands, for example, if it is necessary to replace the timing belt.

In the second case, the need to adjust the system appears when the fuel pump is removed.

When disassembling fuel equipment, the first thing you need to do is remember all the marks. This can be easily done with a marker or paint. The main thing is to put the marks exactly where they are needed.

Thanks to this, assembling the ignition and fuel systems will be very simple, and it will also make it possible to avoid complications with starting the engine in the future.

The ignition system can be adjusted in different ways.

The first method is to set the angle exactly according to the indicated marks. The second method is to gradually select the correct position of the adjusting coupling.

Both methods will be discussed in this article.

If you set the angle yourself according to the marks, you will need to move the fuel supply pump. This method is more applicable to diesel engines with mechanical fuel supply equipment.

In order to adjust the injection advance, you need to smoothly rotate the drive coupling of the high-pressure pump around its axis.

There is another option - this is to rotate the camshaft pulley in relation to the hub. These adjustment options are suitable for structures that do not have rigid fastening of these parts.

So, when adjusting the ignition on the unit, the first thing you need to do is get to the rear of the engine, find the flywheel there and, if necessary, free it from the protective casing. After this, you need to find a stopper and install it in a special slot, but do not stop the flywheel yet.

When this is done, using a tool (wrench) you need to start turning the flywheel. When it rotates, the crankshaft will rotate along with it. You need to rotate until the flywheel stops.

After stopping it, you need to pay close attention to the pump shaft. If, after rotation, the scale on the drive coupling is in the top position, this means that the mark mounted on the fuel pump flange is aligned with the zero mark on the drive.

If the marks are aligned, you can safely tighten the fastening bolts.

However, if after all the procedures they diverge, then you need to lift the flywheel stopper again and continue turning the crankshaft, while monitoring the position of the scale on the drive.

If everything is done correctly, then after tightening the fastening bolts, the flywheel is released from the stopper and the crankshaft is turned 90°. After this, the stopper is again placed in the groove.

Now you can install the flywheel protection back and try to start the engine. If the motor starts working, you need to analyze how it does it. If everything was done without errors, the engine will run very smoothly without interruption.

With the second method of adjusting the ignition, the angle is set experimentally.

Let’s say that if the engine is not running, then the high-pressure pump pulley slowly begins to rotate by a certain number of teeth relative to the timing belt. After this operation, they try to start the engine again. If it works quietly, without knocking, then everything is fine.

If there is a clear knock, you can try turning the pulley some more. The appearance of smoke when starting the engine will mean that the late advance angle has been set.

In this case, you need to turn the pulley exactly one tooth in the direction of rotation.

After each adjustment stage, you need to try the ignition and evaluate its operation.

The above methods for setting the fuel injection angle on a diesel engine are not difficult for many car owners, but if all of the above is difficult for you, then contact a good mechanic, and it is not necessary that he work in a car service center.

Setting the injection advance angle.

Hello dear readers! Installation of a high-pressure fuel pump (HPF) on a diesel engine begins with installing the piston of the 1st cylinder in the desired position. To set the piston, you first need to find its top dead center (TDC). On diesel engines (most) the “TDC” mark is applied to the flywheel, and it is graduated (from 0-360 degrees).

There is a corresponding mark on the engine block. Cranking the engine as it rotates, align the “TDC” mark on the flywheel with the mark on the engine block. In this position, the piston of the 1st cylinder is at “TDC”. One very important point, there must be a compression stroke, i.e. The valves (suction and exhaust) of a given cylinder must be closed. You can check this by moving the rocker arms or valve rods up and down. They should move freely to the extent of the warm gap. Having done all of the above and making sure that the piston position (compression stroke) is correct, we can move on to the next step.

Now you need to set the piston to the injection advance angle (it may be different for different engines). To do this, we turn the engine, but now against the direction of rotation (this is important), by the number of degrees that is determined for this engine. Turn the engine a little counter-clockwise beyond the desired value by 10-15 degrees and return it to the required number of degrees in the direction of rotation. This is done to eliminate possible gaps on the gears.

Preparing the injection pump for installation.

We're done with the engine, let's move on to the pump. There are also marks on the drive side of the pump. One on the pump body, the other on the drive itself. The drive can be splined or through a coupling. The spline drive is usually also graduated. On such pumps we combine the mark on the pump body and the zero position (0 degrees) on the drive. On pumps that are connected to the engine by a coupling, as a rule, there is no scale. On such pumps, we align the mark on the body with the keyway on the drive. I repeat once again, there are many different engines and the marks may be different.

Installing the injection pump on the engine.

Now we install the pump on the engine. We connect the pump drive with the drive on the engine. We make sure to check that the marks are not lost. Do not rush to tighten the mount of the pump to the engine. Because after installing the pump, you will need to connect it to the fuel pipes. When the pump moves a little, it is easier to bait the tubes. Be careful when connecting the pump to the fuel system and be especially careful when installing the fuel pipes leading to the injectors. It is necessary to observe the order of operation of the cylinders (it is different for each engine).

After everything is hooked up and checked, you can tighten all the connections. If the pump is lubricated centrally, do not forget to connect it to the lubrication system. There are pumps with an individual lubrication system. Do not forget to fill such a pump with oil to the level.
The next step is to connect the pump rod to the accelerator pedal. After installing the thrust, you will need to adjust the engine idle speed. But first you need to bleed the pump and the entire fuel system to get all the air out.

Diesel engines have another fuel priming pump. It is either manual or some other drive (electric, fluid coupling). This pump pumps fuel into the injection pump, which then goes on to the injectors. There are special plugs on the fuel filters and on the injection pump for pumping fuel. First, open the plug on the filters and pump until clean diesel fuel without air flows out. Without stopping pumping, we tighten the plug (you can ask someone to help, it’s a little difficult to do this alone). We perform the same operation with the plug on the injection pump.

Idle speed adjustment.

Now you can adjust the engine idle speed by shortening or lengthening the injection pump rod. We start the engine and adjust the rod length. Each engine has its own idle speed, but it is within the range of about 1100-1300 rpm. This can be determined by the tachometer on the instrument panel or by ear if there is no tachometer or it is faulty. The speed should be minimal, but the engine operation should be stable and without any failures.

Other types of injection pumps and their installation.

There are diesel engines for which all of the above is not needed, unless, of course, you completely disassembled the engine. On such engines everything is a little simpler. The marks are on the motor and on the pump housing. Having combined them, screw on the fuel injection pump and that’s it. But don’t forget about tubes, lubricant, etc.
There are mechanical injection pumps - with a mechanical control drive, there are so-called electronic injection pumps - they have an electronic control unit.

Repair and adjustment of fuel injection pump.

Adjustment and adjustment, as well as repair of fuel injection pumps, are carried out in special workshops using special equipment, by professional specialists.

Conclusion.

So. Whatever engine you have, you need to remember several very important points when installing the injection pump: the piston of the first cylinder is set to the injection advance angle during the compression stroke; pump marks are set to zero; connect or add oil; pump fuel. Yes, and be sure to connect the engine stop system. That's all.

I hope, dear readers, that this article has helped you understand the issues that interest you about installing an injection pump on a diesel engine.
Thank you all for your attention!

The engine ignition system uses a spark to ensure timely ignition of the mixture of fuel and air that enters the combustion chamber. However, this is necessary for gasoline cars; with diesel cars, everything is different. In them, air and fuel enter the cylinders separately, and the air is highly compressed and accordingly heated (the temperature can reach 700 C), thus self-ignition occurs. The significance of this system for both types of motors is briefly clear, but it will also not be easy to describe its installation in few words, so we will devote our article to it.

Engine ignition system - the difference between a diesel engine and a gasoline engine

Due to these differences in the process of ignition of gasoline and diesel fuel in the engine, a difference can also be noted in the structure of the ignition. It is at least obvious that there is no such system as in a gasoline car, consisting of a distributor-distributor, a switch or pulse sensors, in a diesel car. However, in winter it is sometimes difficult to do so because the air is too cold, so a special preheating system is installed to increase the temperature of the air in the combustion chamber.

We can say that installing the ignition on a diesel engine is nothing more than choosing the fuel injection timing. And this is achieved by adjusting the position of the piston at the moment of injecting “diesel” into the cylinder. This is very important, since if the angle is chosen incorrectly, the injection will be untimely and, as a result, the fuel will not burn completely. And this will negatively affect the coordinated operation of the cylinders.

Making a minor mistake, just one degree, can cause failure of the entire power unit, which will require major repairs.

Diesel engine ignition system - device and principle of adjustment

To summarize, we can say that the ignition system of a diesel engine includes a high pressure pump (HP pump), through which fuel is introduced into the combustion chamber. Modern motorists find efficiency and fuel economy in such a system design, which is why diesel engines are becoming more popular. It is precisely because of the increasing number of users that we decided to reveal the secrets of servicing the described ignition system.

If the car has a diesel power unit with mechanical fuel equipment, then the injection advance angle can be adjusted by rotating the pump around its axis. You can also rotate the toothed pulley relative to the hub. If the injection pump and the toothed pulley are rigidly fixed, then adjustment occurs only due to the angular shift of the camshaft toothed pulley. But this is all poetry, it’s time to move on to action.

Adjusting the ignition of a diesel engine - instructions for the determined

The diesel engine can also be produced independently. First you need to lift the hood lid and fix it on the support post. At the top left of the rear of the engine, you need to find the flywheel (massive wheel), on the casing of which a mechanical device is located. The rod of this device must first be raised and rotated 90 degrees, then lowered into the slot located on the body.

Now remove the mudguard; to do this, use a 17 mm wrench to unscrew two bolts on the flywheel housing (it’s easier to get to this place from under the car). Insert a metal rod into the hole in the flywheel through the slot in the casing and turn the engine crankshaft. It must be directed from left to right until its movement is stopped by the locking rod at the top..

Now is the time to look at the fuel pump drive shaft; it is located on top of the cylinder block camber (the axis from which the cylinder banks diverge). If the installation scale of the drive coupling (flange that serves to transmit rotation from the drive shaft) of the high pressure fuel pump is turned upward, then in this case the mark on the fuel pump flange should be aligned with the zero mark of the drive and tighten the two mounting bolts. If the drive clutch setting scale is not turned up, then you will need to lift the stopper and turn the engine crankshaft one turn, and then all the above steps must be repeated in the same order.

Once the drive clutch bolts are tightened, you need to lift the flywheel stopper up, rotate it 90 degrees and lower it into the groove. On the bottom of the flywheel housing, you can return the dirt shield to its place (fastened with bolts). Now it’s time to close the car hood, the work is finished. All that remains is to start the car and check that the system operates correctly.

Injection advance angle (IAF) and load in a diesel engine

(Note: this article is for general information and is not tied to any car brand)

It is strange to hear the opinion of a specialist, diagnostician, or repairman that the injection advance angle in a diesel engine during its operation changes only depending on the rotation speed of its crankshaft.

Undoubtedly, the crankshaft rotation speed is one of the main parameters (characteristics) taken into account when organizing the combustion of the air-fuel mixture in the combustion chamber of both diesel and gasoline engines.

The amount of working fluid in the combustion chamber of the engine and its temperature depend on the speed of rotation of the crankshaft - the speed of movement of the piston in the engine cylinder.

As the crankshaft rotation speed increases, the absolute durations of ignition delays (in milliseconds) are reduced, but the relative durations in degrees of crankshaft rotation increase. We must not forget about such a moment as injection delay (the time between the start of fuel supply by the pump and the injection of fuel by the nozzle into the combustion chamber).

THE HIGHER THE CRANKSHAFT ROTATION FREQUENCY, THE EARLIER YOU NEED TO INJECT FUEL INTO THE COMBUSTION CHAMBER AND VICE VERSE.

When organizing combustion in the cylinders of a diesel engine, is it possible to limit oneself to adjusting the CAF according to the crankshaft rotation frequency? Or maybe there is something else that requires our attention?

The peculiarities of mixture formation and combustion in the combustion chamber of a diesel engine require attention.

First of all, diesel refers to engines with internal mixture formation and fuel injection at the end of the compression stroke. Only 1 - 3 ms or 12 - 25° according to the angle of rotation of the engine crankshaft is allotted for mixture formation. This is 20 - 30 less than in engines with external and internal (injection during the intake stroke) mixture formation (most gasoline engines operate on homogeneous - homogeneous air-fuel mixtures).

The diesel engine is capable of running on lean mixtures with an excess air ratio at idle and at zero load = 10. The value for supercharged diesel engines at full load is in the range .. = 1.15 - 2.0. That is, the composition of the air-fuel mixture changes from very lean to lean.

Due to the heterogeneous (non-uniform) composition of the air-fuel mixture (FA), in the combustion chamber of a diesel engine there are areas with a rich and lean mixture, areas where there is only air or only diesel fuel. And, of course, there are areas of the air-fuel mixture (FA) with a stoichiometric composition that are so necessary for timely ignition. That is, a whole set of mixture compositions.

These conditions apply to both engines with separate combustion chambers and diesel engines with direct injection. It is the heterogeneous composition of the air-fuel mixture (FA) that allows a diesel engine to operate on lean mixtures.

On the other hand, the same heterogeneous mixture composition (FA) at lower values is one of

The main disadvantages of diesel engines are the impossibility of complete and smokeless combustion of the air-fuel mixture (FA).

In addition to visual confirmation of what has been written, I want to show you, using a diagram, the main processes occurring in the combustion chamber of a diesel engine.

We will not be talking about “explosions.” We will talk about managed and controlled events that occur in time in parallel and sequentially. You need to see this graph and remember it. Temperature changes are especially important in diesel engines.

Figure 1 shows a typical diagram of changes in the pressure p and average temperature t of gases in an engine cylinder as a function of the angle φ; it shows the nature of the change over time in the amount of fuel supplied to the combustion chamber, the rate of its supply, the coefficient of active heat release X and the rate of heat release

For clarity and ease of perception, the diagram is drawn in expanded form. It must be viewed from left to right.

The piston moves to top dead center, the pressure and temperature of the working fluid increase, and if there is no fuel injection at point 1, then as the piston moves from TDC to BDC, the pressure and temperature will decrease (indicated by the dotted line).

Fuel supply begins at point 1, at point 2 the first flames appear.

This period is called ignition delay and is characterized by the fact that the piston approaches TDC, the volume of the combustion chamber decreases, and temperature and pressure increase.

Rice. 1

The amount of fuel st during this period is supplied insignificantly, but at high speed

The temperature in the combustion chamber (due to injection) decreases slightly, and, accordingly, the pressure of the compressed air due to the heat consumption for heating and evaporating the fuel.

From point 2 to point 3 - rapid combustion phase

It is characterized by the fact that the piston “passes” TDC, that is, the volume of the combustion chamber first decreases and then begins to increase.

When the piston moves from TDC, the pressure reaches its maximum values, and the temperature continues to rise. This period characterizes the “rigidity” of the combustion process in a diesel engine.

During this period, the main amount of fuel st is injected into the combustion chamber at the maximum possible speed. The rate of heat release increases sharply and reaches maximum values, and then begins to decrease. The active heat release coefficient X increases.

From point 3 to point 4 - slow combustion phase

It is characterized by the fact that the piston moves from TDC to BDC, the volume of the combustion chamber increases. The pressure p of the expanding gases decreases, and their temperature t reaches a maximum.

In this phase, fuel injection ends.

At the end of the slow combustion phase, a slight increase in the rate of heat release is observed, associated with additional turbulization of the charge at the beginning of the downward stroke of the piston. The active heat release coefficient X increases.

From point 4 to the opening of the exhaust valve - afterburning phase

It is characterized by the fact that the piston moves to BDC - the volume of the combustion chamber increases, pressure and temperature decrease. The active heat release coefficient X is stabilized (the active heat release coefficient X characterizes the relationship between combustion processes and the use of the generated heat - see specialized literature).

Combustion is a complex physical and chemical process that occurs in the gas phase. That is, first the liquid fuel must turn into steam, and then, as a result of chemical reactions, turn into a combustible mixture capable of performing mechanical work during combustion.

Liquid fuel injected into the combustion chamber is crushed into small drops, distributed throughout it, heated and evaporated. This is the essence of physical processes, and they occur with the absorption of heat.

Oxidation processes are multistage and chain. As a result of chemical reactions (proceed with the release of heat), a number of active intermediate chemical products (peroxides, aldehydes, alcohols, etc.) are formed that contribute to the further course of the reactions.

Self-ignition is the end result of the development of these reactions.

The true sequence of elementary stages in the oxidation and combustion reactions of motor fuels has not yet been fully studied, however, characteristic of most chemical reactions is the dependence of their rates on temperature and pressure.

The above does not mean at all that physical and chemical processes are carried out sequentially. Everything happens almost simultaneously. The chemical component of the combustion process lags somewhat behind due to the fact that first, liquid fuel must appear in the combustion chamber. Smaller droplets evaporate first. As a rule, these small droplets are grouped along the edges of the fuel spray injected by the injector. The dynamics of the development of the fuel torch in a mechanical system is such that it cannot instantly occupy the volume of the combustion chamber in the engine cylinder; first, a small amount of fuel is injected into the cylinder under high pressure. This is facilitated by the law of fuel supply (each combustion phase has its own amount of fuel), expressed structurally in the details of mechanical injection systems. Diesel fuel injection in these systems is continuous.

In distribution injection pumps with solenoid valves, fuel pre-injection is possible. Pump injectors for passenger cars provide pre-injection using a hydromechanical drive.

Accumulator diesel fuel injection systems compare favorably with all previous systems in that, in addition to preliminary and main injections, they also provide additional ones. Unlike the two-stage injection previously used on some brands of cars, in conditions of continuous fuel supply in battery systems, preliminary injection is separate.

But that’s not about that now.

So, a preliminary amount of fuel is injected at high speed into a heated dense gaseous environment, collapses and evaporates. Possessing little kinetic energy, this small (1-4 mm3) amount of fuel is not able to break through dense air and remains in the area of ​​the injector and glow plug. During the process of mixture formation, zones are always formed where X = 0.85...0.9. These zones serve as ignition centers for the surrounding leaner mixture.

By the time of the main fuel injection, the fuel previously injected into the combustion chamber is already ready for ignition and ignites. The pressure and temperature in the combustion chamber increase sharply, which significantly reduces the ignition delay of the main injection. Diesel fuel under high pressure during the main injection, having greater kinetic energy, makes its way through an increasingly denser (already burning) gas environment to all areas of the combustion chamber remote from the nozzle.

The movement of air, specified by the design of the intake manifold, by the movement of the piston during the compression stroke is greatly enhanced by the expanding combustion products moving from the ignition points in different directions. Masses of air in turbulent motion, pulsating gas flows are penetrated by fuel torches (the holes in the atomizer can be from 4 to 10; in most cases - 6 hours-8.) Under these conditions, the fuel, which continues to be injected, burns almost instantly.

The pressure in the cylinder increases in a timely manner, smoothly and without noise.

THE BURNING RATE OF LIQUID FUEL IS DETERMINED

THE RATE OF ITS EVAPORATION AND THE MIXING OF THE FORMED VAPOR WITH AIR

This is true for internal combustion engines running on light and heavy types of liquid fuel.

Injecting fuel into the combustion chamber of a diesel engine entails

temperature drop (fuel evaporation is accompanied by heat absorption).

The amount of temperature drop depends on the load.

This is especially noticeable during transient conditions associated with an increase in load.

On page 58 of the first edition of the BOSCH book “Diesel Engine Control Systems” (translation from the German publishing house “Za Rulem”, 2004) shows the characteristics of the injection start moment depending on the crankshaft speed and the load on the passenger car engine at cold start and operating temperature .

1) cold start (<0 °С);

Rice. 2

It is easy to notice that at a crankshaft speed of 1000 rpm at partial loads (3) and full load (2), a fuel UOV corresponding to the load is required. That is, a larger amount of fuel must be injected into the combustion chamber of the engine earlier in order to “keep” the pressure peak of the gases expanding during combustion behind TDC.

Cold starting a diesel engine is not much different from a gasoline engine. The lack of heat in the combustion chamber and, in connection with this, poor conditions for the evaporation of diesel fuel are compensated by its higher cyclic supply. A larger amount of fuel (the required vapor concentration due to increased fuel supply), its earlier injection (1) and air heating systems are standard functions of all cold start acceleration systems without exception.

Thus, WHEN INJECTING FUEL DURING THE COMPRESSION STROKE, TEMPERATURE CHANGES ARE OBSERVED IN THE COMBUSTION CHAMBER.

There is a need to adjust the UOC of diesel fuel.

When testing high-pressure fuel pumps on a bench, it is necessary to use tables or maps of specified control parameters. They indicate the conditions under which the tested fuel injection pump must comply with the tabular data.

FUNCTIONS OF TYPE VE INJECTION FUNCTIONS THAT ARE THE SUBJECT OF ATTENTION

Serviceability of elements responsible for high pressure;

Serviceability of elements responsible for pressure in the injection pump;

Serviceability of elements of the advance automatic machine;

Pump performance;

Operation of the speed controller.

These indicators are considered at given speeds and full load.

In 1978, a switchable device for regulating the start of flow, depending on the load, appeared on the VE type fuel injection pump.

Later, correctors of the LFB type appeared (a device for changing the moment at which the fuel supply starts, depending on the load). These devices are designed to correct the timing of the start of fuel supply depending on the load to reduce noise and especially exhaust emissions.

What does the word correction mean? Correction - making amendments to the operation of measuring instruments, regulators, etc., depending on changes in their operating conditions.

When checking the fuel injection pump, load correctors and other improving devices are checked.

Interesting results can be obtained by comparing the pressure in a VE type fuel injection pump with and without a load corrector at minimum idle speed. So, with a corrector, the pressure in the injection pump at idle is -1.5h-2.0 bar, and without a corrector - 2.5h-3.8 bar. That is, the piston of the automatic high-pressure fuel pump advance without a corrector is already in the “early” position with the expectation of increasing the cyclic fuel supply.

You know that the pressure in the VE type injection pump affects the change in the shock wave dynamics. The higher the shaft rotation speed, the higher the pressure in the fuel pump and the greater the distance the hydraulic piston of the advance machine moves - earlier the injection.

BASIC FUNCTIONS OF THE CORRECTOR

Increasing pressure in the injection pump during startup;

Increasing pressure in the injection pump with increasing load;

Decrease in pressure in the fuel injection pump when the load decreases.

The pressure in the injection pump varies within 1 n-2 bar.

It allowed:

Ensure earlier injection of diesel fuel at start-up (thereby improving it);

Reduce the pressure in the injection pump at idle and, as a result, reduce the noise of the diesel engine in this mode;

Vary between the “earlier” or “later” positions depending on the load. With a decreasing load (from full to partial) and with a constant position of the fuel pedal, the start of delivery shifts to the “later” position. With increasing load - to the “earlier” position. And, as a result, engine operation becomes softer and exhaust emissions are reduced at partial loads.

I admit honestly that before the fourth Diagnostics Meeting I did not think about the features of the design of the clutch for regulating the injection timing of in-line high-pressure fuel pumps. It seemed natural to me to understand that the fuel injection advance angle depends on many factors. Including, on the engine speed and load. Upon closer examination of the issue of regulating the UOV, the question arose: how exactly is this regulation carried out? After all, the design of the in-line injection pump only provides a speed regulator. The device for regulating the injection advance angle is located outside the injection pump.

So about the clutch... The clutch is just like a clutch, nothing special: springs, weights. Consists of two halves movable relative to each other with one center (OM 602.911 engine). And it works simply: the higher the crankshaft rotation speed, the farther the weights move from the center of the coupling and the second half of the coupling (together with the injection pump shaft) rotates along the direction of rotation - earlier fuel injection.

I thought about a corrector, but I didn’t find a place convenient for installing it in this coupling. This is a difficult event in an in-line fuel injection pump - to organize the adjustment of the shock absorber according to the load. But with the advent of an in-line injection pump with an additional (regulating) bushing, this became a reality.

“...With the help of electronics, it becomes possible to introduce additional (compared to the standard fuel injection pump) correction for regulating the operation of a diesel engine. ..." (p. 177, First edition of the BOSCH book "Diesel Engine Control Systems", translation from the German publishing house "Behind the Wheel", 2004).

With these examples, I want to say that the design of the elements of simple mechanical high-pressure fuel pumps, which are responsible for regulating the air pollution in dynamics, takes into account temperature fluctuations in the combustion chamber of the engine, depending on the amount of fuel injected into it. At one time, such solutions suited car manufacturers and buyers quite well.

Time passes - everything changes.

I believe that it is necessary to consider all the processes occurring in the engine combustion chamber, depending on the rotation speed, separately from the processes occurring when the load changes.

To understand the essence of what is happening. It is impossible to separate these processes.

A change in the amount of working fluid entails a change in the crankshaft rotation speed. Even in zero load mode.

On page 58 of the first edition of the BOSCH book “Diesel Engine Control Systems”, translated from the German publishing house “Za Rulem”, 2004, it is said: “...The optimal values ​​of injection timing angles change depending on the load on the engine, which requires their regulation. The required values ​​are set separately for each engine type and form a field of characteristics that determines the moment when injection begins depending on the engine load, crankshaft speed and coolant temperature...”

Thirty-eight years ago there was talk about adjusting the shock absorber depending on the engine speed and load. The possibilities for organizing optimal combustion of the air-fuel mixture in the engine cylinders at that time were completely different than they are today.

Vladimir Belonosov

The topic is utopia; sections of specialized forums are devoted to the problems of setting up fuel.

Look for experience, advice, other people’s practice there: Dieselmastera.ru, dieselirk.ru. Newbie + topic “hackneyed”, experienced people are tired of poking everyone’s nose in the right direction, so if your enthusiasm for independent repairs and configuration fades, then the topic will soon drown and become trash in the forum archives.

You need to adjust the angle, as stated in the title of the topic, with a micrometer, but this is not all the settings regarding the angle, it changes from idle to idle, then to maximum, and in between under load (pedals). I think you understand how meaningful the name of your topic is. People with extensive experience play around with strobe lights... In general, the topic is the tip of the iceberg, either conquer it or ask the moderators to delete it).

What they say about the exhaust is true: a stinking, acrid, bitterish and at the same time ringing (harsh) sound, like an early ignition from a KAMAZ,

Smoky sweetish like from a bakery/fryer and soft/quiet engine operation - later. These observations were made on properly tuned injectors. The lower the opening pressure in the injectors, the softer the engine operation, which must be taken into account when tuning by ear.

At idle, sniffing the pipe is not indicative; you need to open the rear window while driving above 50-60 km/h and pull the front windows halfway into the cabin.

If the flow rate in your opinion is within reasonable limits - just turn the angle and the pump body by measuring the original position, on the 2LT it is convenient to measure between the intake and the booster housing, I have 4 mm, moving it by 1 mm (measure with the shanks of the drills) the angle measured by a micrometer changes by 0.06 mm , those 3..4 mm back and forth are enough in your case. Move it back - later, move it towards the inlet - earlier.

Playing with this setting only benefits one type of fuel. But you need to adjust it on a micrometer and fill a new mark. This is the starting point of a long and thorny path called the theme.

High-quality fuel (euro) is loud and responsive, cheap or called “by state standards” at truck stops - soft and sluggish.

These observations should be taken into account when tuning on the go by ear.

In order for the car to drive cheerfully and at the same time economically, it is necessary first of all to adjust the advance piston assembly that is across the pump at the bottom. Finding a way to set it up is half the battle. According to a respected diesel engine operator, a device for measuring the stroke of this piston is “an extremely useful thing.” Intra-body pressure and advance angle are directly related, not counting the load corrector; when using an extremely useful thing, you also need to have a pressure gauge with a device.

The engine heats up quickly due to early ignition, but only if connected to it. I also drove miles in the summer and am ready to bake pies. In winter it is completely different.

When cold it runs loudly - this is from “normal” to “correct”, and if when it’s warm it works noticeably softer and at the same time the speed is increased while warming up, then it’s quite good. The main thing in this unit is that when the unit is warm, it does not make adjustments to the advance angle - insert a screwdriver into the bracket on the spring axis and, leaning on the central nut while it is running, pull forward towards the radiator as soon as the shaft begins to turn with your hand, feel for any shocks, if there is a stroke (angle) Before the shocks start, leave it alone, if as soon as you make an effort you feel the shocks, then you need to adjust it so that there is this free play/angle. A detailed, unclear and ultimately useless description of the settings for the average person is in the repair book.

With coming!

I have a problem related to this topic.

I didn’t have enough experience, intelligence, etc., and I removed my equipment without putting a mark, and I installed it without looking, in general, at random.

(I gave it and the injectors for maintenance and tuning to diesel engineers)

Well, accordingly, it started up haphazardly, barely more accurately.

Now it sits under the windows and won't start at all.

If you twist it, it catches on and doesn’t develop speed.

The question is minimal: how to set it up to get to the diesel mechanics (about 100 km)?

It's not too cold yet

The mirror shows that the risks on the injection pump and the housing do not match,

BUT, it seems the injection pump is no longer original.