4m41 do-it-yourself injection pump repair

In detail: 4m41 do-it-yourself injection pump repair from a real master for the site my.housecope.com.

autosous » May 26, 2011, 02:22

Kiryukha » May 26, 2011, 09:10

Max PXT » May 26, 2011, 11:49 am

kaa399 » 12 Sep 2011, 19:04

igor » 12 Sep 2011, 22:05

good cat » Sep 13, 2011, 13:55

green goblin » 28 Sep 2011, 15:22

After watching the operation of the motor for 20 minutes, I found that when the solenoid valve is activated on top of the air duct, the machine seems to suffocate and makes a small roar, loosened the adjusting bolt by about 2.5 turns. ALL PROBLEMS DISAPPEARED.

and you can have a photo of this valve with its location and the arrow which screw needs to be turned. I have similar symptoms.

autosous » 08 Oct 2011, 22:31

igor » Dec 12, 2011, 04:18

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Bought the car at the end of April 2013. in Rolf. In the documents for diagnostics there was a line "Tuning the injection pump is required." I asked what it was, they said: well, you now have a slightly increased fuel consumption. From the end of April to October, I dashed off 44000 km., Then the runs were already small in a month. In February, I noticed that fuel consumption had increased, and the route that I had previously traveled by 15l. now almost 25l. They dismantled the manifold, cleaned it, washed the EGR valve, and at the same time drowned it out. The dynamics increased, the consumption remained the same. In general, it did not help.

I went to Peter. On the road, I noticed that the car does not gain more than 2000 and does not go more than 100 km / h, drove into the BP and refueled to a full tank. Gassed, it seems normal. I arrived in St. Petersburg and stalled at a traffic light, then at another. The car stopped idling. The engine began to run unstable. Turnovers began to float. It starts hard, you have to twist for 3-5 seconds. Found ofitsialov, went to the diagnosis. They didn’t want to take it, they had to beg, they say, we ourselves are not local, etc. Have taken!

Video (click to play).

Conclusion to voice came out in the 5th! They reported two news, one good and one bad. We started with a good one. As part of the action, something was replaced in the engine ... Okay ... They spoke about the bad news with a feeling of mourning on their faces. It looked something like this: Please accept our deepest condolences, our mechanics did their best, but your injection pump died. I think, well, he died and died, why is there so much mourning then ...? The manager on paper circled the price tag for a new high-pressure fuel pump with a marker. 188000r. That's when I realized that I really have mourning! ))) And I began to regret the death of my injection pump. They said that in St. Petersburg I would not find handy specialists who could restore it. They recommended to go to Moscow, they say there is someone involved in the restoration of high-pressure fuel pumps from Pajero 3, 3.2 DiD.

He came to Moscow and began to study the topic of injection pumps. Here it turns out that in Moscow there are not so many services who are engaged in the restoration of high-pressure fuel pumps from Pajero 3, 3.2. Injection pump on Pajero III, 3.2 Did runs almost the same for all 200 thousand km. plus, minus ... And here the epic begins! The price tag for the repair and restoration of the injection pump Pajero III, 3.2 starts from 75,000 rubles. up to 120000r. according to the following scheme. You come, give your high-pressure fuel pump, pay min. 75000 rubles. and in return you get already restored, someone else's ... In Moscow, there are single services that have their own diagnostic stand. All the rest are taken to Bosch for diagnosis. Further, the mathematics is simple, an extra charge is added to the Bosch price of the service where you handed over the car. In Bosch, the price tag for the restoration and repair of the Pajero 3 injection pump starts at 100,000 rubles. In garage services from 75000r. As a result, whatever one may say, the price tag for the restoration and repair of the Pajero III injection pump will turn out to be under 100,000 rubles. and even more. What kind of animal is such a Pajero 3 high-pressure fuel pump and why is its restoration so expensive.

Divorce #1
Each service that you call, you will definitely be offered to come and undergo computer diagnostics, (1000-3000 rubles), the continuation of the dialogue will be a proposal to dismantle the high-pressure fuel pump for further research (dismantling / installation 10000-15000 rubles).
The final diagnosis can only be revealed by removing the high-pressure fuel pump from the 4M41 internal combustion engine and installing it on a stand, or disassembly, but analysis is only a diagnosis, a stand will still be required for tuning.
In general, you can ride on services leaving each at least 1000 rubles.
Exit: You need to go through the diagnostics 1 time and demand a conclusion, where everything will be described in detail in the conclusion with the identified errors that the computer issued. It is better to do this in the service where you will restore your injection pump, provided that they have a stand. If there is no stand of your own, then turn around and leave! (the cost of a Chinese stand is from 500,000 rubles, a European one is 3 million rubles)

Divorce #2
You will be offered to diagnose the injection pump with removal from the internal combustion engine. Dismantling, installation at least from 10,000 to 15,000 rubles. diagnostics from 5000r. up to 35000r. depending on how and on what, they will diagnose.
Exit: Do not contact the services where there is no diagnostic stand. It is cheaper to diagnose the problem of high-pressure fuel pumps at the stand than to diagnose by a complete analysis, it is not yet a fact that your parts will be collected back to you, and even correctly.

Divorce #3
Do not settle for buying a contract injection pump, or an injection pump from analysis - this is a pig in a poke! It is not known how much this injection pump actually ran. The minimum cost of a high-pressure fuel pump is 20,000 rubles, which may not last long with you.
Solution: Buying a new injection pump or restoring an existing one, it all depends on your material and aesthetic considerations.

In search of a way out of the situation, he turned to all his friends from the community Padzherovodam DRIVE2. So with one colleague (Ruslan - ZloyRus) I got to the service, which is located in the garage, which does not have a stand or other equipment for diagnosing the fuel system. The conditions are the same, the exchange of injection pump for 75000r. + 10000 rub. dismantling / installation. There I found out that they themselves do not restore the injection pump from Pajero 3, 3.2, but send it to Ukraine, where there is an office that diagnoses and restores the unit or its individual components, then they send it back. Of course, the ends cannot be found later, therefore, the guarantee for the restored Pajero III injection pump is conditional.

I didn’t even go to several services, limiting myself to talking on the phone. Conclusion - divorce!
With the owner of one of the services, I talked on the phone for about half an hour. Reasonable, sane person. Clearly answers all questions and even gives recommendations. It would seem that the person knows his business, but that was not the case ... I climbed into the Internet and found a whole branch of negative reviews from different clients about this service. And despite the fact that the owner of this service is a member of this community, he had nothing to say except to refer to the spring (they say, hysterical clients, spring exacerbation), although the accusations were weighty and with a detailed description. I deliberately do not indicate the name and location of all these services, for various reasons, but I can share it in a personal. This is just about the masters who work with their hands down. The negative in the thread of that forum poured out both for long repair periods and for the constantly rising costs of car repairs, as a result, one cost of work was initially announced to the owner, and another turned out to be in conclusion.
The second month of my studies of the market of services for restoring injection pumps from Pajero 3 has already begun.

Repair Pajero4M41 ZEXEL VRZ: ME994986. ME190711. ME204195. ME204195. ME203706. ME203295. ME204334. And MMC FUSO ZEXEL VRZ 6M61 ME131986. ME131982. ME300046. ME300067.

Please note that when buying a contract injection pump from a showdown, etc. no one can guarantee you the check that is carried out on specialized stands. Any seller can say that the pump has been tested - in most cases this will not be true. Even a large number of service stations that replace and repair these injection pumps do it blindly, “by eye” on the machine, and do not see the density and quality of the part they installed. We see the installed part and know exactly with what parameters we give it.

The 4M41 pump has become one of the most sought after and expensive purchases. There are a lot of factors that affect the operation of the HPF. Therefore, we have developed several repair schemes for high pressure fuel pumps:

1 option. We make the pump from proven 4D33. The basis of the pump remains: body parts and hydraulic head. A new ECU and 12 volt sensors are added. The most expensive and reliable pump option. Price 80000 r (not always available)

Option 2. Repair of your pump with the replacement of the hydraulic head with 4D33:

- hydraulic head 4D33 - 25000 r

Possible replacements - booster pump - 10,000 rubles.

Repair prices reduced.

We have described the standard basic replacements for the 4M41 pump. There are also non-standard replacements - ROM, tracking and ignition control sensors, clearances on the body, failure of the injection pump ECU. Very often, when sending pumps, the crankshaft sensors, which are located on the front of the high-pressure fuel pump, break; It is better to just remove them, otherwise there will be additional costs.

Plunger pairs 4M41/4 D 33 E 149701-0520. 149701-0320. 149701-0420.

It is not necessary to tell a lot about the whole way, but we asked the Japanese when the first doubts began to arise - where did the plunger pairs come from and why they are of poor quality. A mechanic from a nearby service station changed 3 new plunger pairs on his car in a year. The Japanese answer was unequivocal - "plunger pairs are used in the domestic market of Japan." We installed a lot of them - dozens, and the price was small: it started from 6,000 rubles, rose to 10,000 in a year, and now there is a sharp jump - 50-60,000 rubles in imports. We bought the last batch of 40 pieces - 20 4M41, 20 4 D 33 E.

On a good, unworn motor, everything works well. Somehow, 3 Pajero immediately got up for repairs. And then it began. Of the ten new plunger pairs 4M41, 8 pieces were rejected. According to our test plans, 41 motors stop starting when hot and barely start when cold at the starting mode of 8 cm³ per 200 engine cycles. A plunger pair in excellent condition is gaining 20 cm³ and above, 26 cm³ is extremely rare.

New plunger pairs 4M41 at 11-12 cm³ are already starting to behave inappropriately - at idle, the engine is slightly supported. - The impression seems to be troit. There is a huge field of activity in telling the client about his engine and injectors, because there is no equipment at the service station for repairing such injection pumps.99% of service stations repair blindly - simply by installing a new part, and if it is of poor quality? And what should the master do, who himself does not fully understand what is the reason for this behavior of the engine if a new part is installed. Recently, many people have begun to restore hydraulic heads, as in Chuguev, for example. We checked these details at home, out of 4 square pairs, one gave out 16 cm.cube, the rest 10. 12. and 14. These square pairs do not pass our control.

When we first started to install 4 D 33 E plunger pairs on 4 M 41, we immediately saw a 10-15% better starting mode. Pressure gauge checks have always shown the same result. This effect is given by oversized injection cams, due to the larger diameter, the volume of fuel entering through them is larger, which means that the starting mode is more efficient. I don’t know why, but the amount of marriage in 4 D 33 E plungers is much less.

Almost all specialists of the Primorsky and Khabarovsk Territories already know that the new 4M41 plunger pairs from Japan practically do not work.

The booster pump is very important. Due to the internal pressure, the hydraulic head, being filled with fuel, scatters its pushers (cams) for the working cycle. Therefore, on the booster pump, the cover washer on both sides has additional seals - a rubber ring is closer to the radius on the outer diameter, and a plastic ring on the inner diameter (where the rod rotates). The plastic ring has a constant load from friction and pressure, which means wear, therefore it is a necessary replacement. On the stand, pumps very often show pressure loss. Those. after 5 minutes of work on the stand, starting to check the starting mode, the internal pressure drops from the nominal value (5-7 kg) to almost zero, which requires a careful approach to eliminating this defect.

The conclusion drawn on the basis of many years of experience: 4M41-analogue, made from a 4 D 33 E pump, works more efficiently and longer than the original.

Image - 4m41 do-it-yourself injection pump repair

Nozzles 4M41.

The 4M41 engine has two-spring nozzles with two injection pressures. The first injection is within 180 bar, the second - 230-240 bar. On a simple injector stand, it is impossible to see and set the second pressure without special attachments, or without 2-Stagemaster injector attachments designed specifically for adjusting the second stage of the injector.
The first action on such a nozzle is to set the needle lift gap, which is in the range from 0.04 to 0.08 mm.
We have original sprayers for sale (3000 r) with a special spacer, where the necessary clearance for lifting the needle is already set. As well as new original nozzles for 6500 rubles.

The VRZ 6M61 pump is a complete relative of 4M41 and 4D33, except for the 6-cylinder rotor. When 4M41s were already coming to us for repairs, it was not clear why there were very few Mitsubishi Fuso cars with 6M61 engines in operation. In fact, the 6-cylinder hydraulic head is much more interesting. If there are 4 holes on the leakage ring 41 and 33 of the motor, and there is little space for wear between them, then on a 6-cylinder instead of 6 holes there are 3, and the distance between the holes is three times greater than on a 4-cylinder. From here, the launch modes on the Fuso go off scale - from 30 to 40 cubic centimeters. For comparison: the best 4D33 rotor on 41 engines gave us 28 cubes.
Somehow, in Japan, we came across the very first VRZ pumps - clumsily made high-pressure fuel pumps are unclear on what, where and when they stood. Plunger pairs, to our surprise, fit very well on the 6M61 internal combustion engine and drive with excellent results.
Unfortunately, the number of pumps is always limited, there are very few of them and almost always in a broken state, so the main focus is on the repair of such injection pumps.
Repair price:
Hydraulic head - 60000 r;
Booster pump - 12000 r;
Work with high pressure fuel pump - 8000 r;
Repair kit - 10,000 rubles.
Total: 80000r and 90000r.

Repair Mitsubishi Canter 4D33E

Now we can repair high pressure fuel pump 4D33E at the following prices:

4M41 DI-D Hyper Common Rail Turbo Intercooler

Reading the conf, I could not understand, according to the opinions of the pagers, whether this engine is really Common Rail or not. Someone writes that Common Rail is bad. And here it says Hyper Common Rail, is it even worse or what

Can someone who knows give a short but concise description of this engine: what is good in it or what is bad in it. And if someone enlightens the thread about the difference between Common Rail and DI-D (and whether it exists at all

), it was great.

The question is not idle, today I'm picking up my PIII with 4M41, and there is no experience in dealing with diesels, but I really want a diesel. Therefore, I would be grateful for any practical advice.

Thank you, of course, for the answer. but the prospect is not very

According to the situation, the 4M41 engine and the fuel system. The injection pump (high-pressure fuel pump) on this motor, the radial plunger model VRZ from Zexel, differs from the injection pump of the previous generation of VE pumps (engines 4D56, 4M40) by a radial plunger, high injection pressure and the presence of a special processor on the injection pump in which the pump adjustment table is located. Repair of the pump in Russia has not yet been officially carried out, although the repair of this high-pressure fuel pump without branded equipment was successfully carried out two years ago, but branded equipment will appear in one Moscow diesel service in 8 weeks, where, under an agreement with Mitsubishi and Denso, these machines will be serviced. In general, these injection pumps showed themselves well, but some injection pumps show a factory defect in the Timing Position Sensor, then the injection pump needs to be repaired, and these pumps also do not tolerate refueling with water and gasoline.

It is impossible to call this fuel system a comonrail one, for comonrail machines, one tube goes from the pump to a high-pressure rail, and from it to the nozzles on which there are electromagnetic valves, the design is like that of a conventional gasoline injector, only the pressure in the rail is up to 1800 Atmospheres. The new Mitsubishi engines are equipped with Denso's Comonrail system, which is already installed on all diesel toys, Mazdas, etc. dynamic performance of the motor. In addition, Comonrail's engines have a large tuning margin, but high requirements for the replacement of consumables and oil quality. Basically, repairs come down to repairing injectors, but so far there is one service that has all the diagnostic equipment for the Denso system. Replacing all components (injection pump, nozzles, sensors) if the service is unable to localize the malfunction is quite expensive and does not contribute to the popularization of the diesel engine.

Hello diesel friends! I'll start with myself! About 5 years engaged in gasoline direct injection, diesel only capital. A couple of weeks ago, I purchased a Pajero 3 2005 4M41 with a faulty injection pump.
The history of the breakdown of this machine is known to me, followed for about a year. It all started last winter in frost -35, the check caught fire (by blowing the turbines), stopped developing above 2.5 thousand revolutions, smoked poisonous, discrepancies in the correction for injectors 10 volts + - warmed up, the car drove again. A month ago, the injection advance automatic sensor vomited, while the rod remained intact, analysis showed that the automatic bushings had come to an end and the piston, respectively. The injection pump was assembled for a person (I didn’t do it), the car drove off, a week later the cover on the back of the advance piston was torn out and the car with the injection pump removed went to me.

The analysis showed a lot of chips inside, as the advance piston and bushings were completely broken and also cut off the adjusting bracket on the cam washer.

Now a few questions: 1) Why does the piston of the advance machine break
2) How to determine that the plunger is worn
3) Where can I get the bimetallic bushings of the advance machine
4) And whether it is necessary to change the cam washer or just rub the jambs with sandpaper

Added (22 Jan 2014, 06:39)
———————————————
By the way, the engine was started at 5 in frost or in heat

There is no more complex and responsible unit in a diesel engine than the fuel injection system, more precisely, its main part - the high pressure fuel pump. Many mating parts, highly loaded units, the presence of a precision dosing system make the repair of high-pressure fuel pumps a difficult task even in service conditions. It is all the more difficult to repair the high pressure fuel pump of a diesel engine with your own hands.

In automotive technology, almost everything is repaired, except, perhaps, individual oil seals and cuffs, the repair of which is impossible without special materials. The complexity of setting up, diagnosing and repairing high-pressure fuel pumps requires the employee to have skills in working with precision mechanics.

It is simply impossible to set up according to factory parameters, without a special diagnostic stand for repairing high-pressure fuel pumps. During the diagnostic study of the injection pump, it is necessary to check:

cyclic supply of the high-pressure pump, in the entire range of revolutions of the high-pressure fuel pump shaft, at start-up, and after cutting off the fuel supply;
stability of the developed pressure;
Uniform supply of injected high pressure fuel pump to the fuel injector.

Even having access to a diagnostic stand, and having studied the issue of repairing a high-pressure fuel pump using numerous videos, it is very difficult to qualitatively check and evaluate its work.

In heavy diesel engines, plunger, in-line injection pumps are used. Such devices are more difficult to maintain and repair, since they require special equipment for disassembling it, so we will not consider such high-pressure fuel pumps and their repair.

In a passenger diesel engine, a distribution-type injection pump is almost always used. Unlike in-line, in a distribution pump, the force on the plunger is transmitted using a profiled cam. The design of the injection pump turned out to be more compact, but it is hardly easier to expect to repair it on the knee.

The Bosh VP44 injection pump is considered the most famous and affordable. Often, the need to repair the insides of the pump arises when:

poor traction and incomplete combustion of fuel even under ideal conditions - in the absence of load and a thoroughly warmed-up engine;
sudden failure and stop of the diesel engine under load, as they say, "death on takeoff." Usually the scanner in such cases diagnoses the code P1630 and P1651.
the appearance of a leakage of diesel fuel in the area of \u200b\u200bthe gland of the seal of the central shaft of the high-pressure fuel pump.

Therefore, we will limit ourselves to the issue of repairing high-pressure fuel pumps with our own hands by replacing seals and eliminating scuffing of the working surfaces of parts.

Before disassembling the injection pump drive shaft seal, try to move it in the radial direction. If play is felt by hand, the cause of fuel leakage may be the wear of the working surface of the shaft or the bearing needs to be repaired.

A large number of split planes and mating surfaces of parts required the use of a large number of seals and seals. As a rule, they are made of high-quality material and serve for a long time until they are damaged during repair or maintenance. In this case, do-it-yourself Bosch injection pump repairs use standard repair kits.

It is enough to simply replace the seal on the shaft position sensor and on the injection advance control during repair. For a better fit on new rings and rubber bands, you can drop a couple of drops of spindle or engine oil.

For preventive repair of the Bosch injection pump with your own hands, you will need to disassemble the pump in approximately the following order:

remove the metering valve from the end part of the injection pump. To do this, unscrew the four screws of the pressure plate, carefully release the injection advance valve cable. After removing the three screws securing the metering valve, you can carefully remove it from the socket;

by unscrewing the mount on the top cover, you can remove the control board and gain access to the electronics;
set the position of the shaft, as shown in the photo, remove the camera and get access to the insides of the injection pump;

after dismantling the bearing with the help of a special puller, we get the opportunity to study the potential culprit for the poor performance of the injection pump - the piston of the injection advance unit. Often there is surface wear and tearing on the edges on the part. You can try to repair the surface by polishing, replacing the entire part is much more expensive.

After repair, the assembly is carried out in the reverse order with washing the parts with diesel fuel.

Often, in addition to scuffing, there is another reason on the surface of the pistons why the injection pump does not develop the necessary pressure. This cause may be debris, films or paraffin deposits deposited on the filter screen inside the pump. There is a mesh on the side of the inlet pipe. Flushing the channels is troublesome and inefficient, it is easier to remove the mesh and blow it with compressed air.

Broken pieces of debris can jam the plunger piston or even cause the pump drive shaft to break or break. Therefore, cleaning should be carried out very carefully to avoid contamination of the internal cavities of the pump.

Among the many reasons for the failure of the electronic "liver" of the high-pressure fuel pump, the breakage or burnout of the contacts of the control board and the failure of power transistors are more common than others. If the knowledge and skills of working with electronic devices allow you to “diagnose” the performance of transistors and repair, you should try to identify the cause and replace the culprit with a serviceable element.

To check the condition of the “culprit”, you need to carefully open the black cover, tightly seated on the rubber seal with screws. It should be removed carefully so as not to damage the seal itself.

The reason for the failure of not only the transistor, but the entire board could be air that got into the cavity due to poor performance of the drainage system or a check valve. Often they try to eliminate airing by spinning the starter, hoping to pump diesel fuel into the high-pressure fuel pump in this way. At this moment, the transistor is open and loaded to the maximum, which leads to intense heating. In an air environment with poor heat dissipation, it will inevitably burn out. In some German cars, there is protection that prevents an attempt to start the engine in the absence of fuel in the line. To do this, use the fuel sensor in the tank.

The failure of the transistor can be established by a "dialing" tester or by appearance. The best option for repairing such a malfunction would be to replace the entire control board. Perhaps this is more expensive than soldering, but it will give guaranteed quality and stable operation of the high-pressure fuel pump after repair. As a last resort, give the board and transistor for soldering to specialists - electronics engineers.

When installing and reassembling after repair, check the tightness of all fasteners.

If during the revision process you did not make rash and unreasonable replacements of parts, the assembled pump should work with approximately the same parameters as before. As a standard, for testing and adjusting the injection pump after a major overhaul, use the Bosch EPS-815 stand.

On the video you can learn how to increase the plunger pressure in the Bosch VE injection pump:

The high pressure fuel pump, abbreviated as high pressure fuel pump, is an integral part of modern diesel engines. The injection pump is designed to supply fuel to the cylinders in strictly defined quantities during certain cycles of the diesel engine.

Fuel pumps differ among themselves according to the type of fuel injection:

diesel direct injection (diesel is supplied and injected into the cylinders simultaneously);
battery injection (fuel under pressure accumulates in a special “accumulator”, and then goes to the injectors).

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Also, high-pressure fuel pumps can differ among themselves in varieties, pumps can be of the following designs:

in-line;
multi-section;
distributive.

If you do not go into the "wilds" of design differences between pumps of different types, then you can simply identify certain differences between them. In in-line and multi-section pumps, each section supplies diesel to its own cylinder. In distribution pumps, one "block" is capable of providing several cylinders with diesel.

Also, another difference between high-pressure fuel pumps is their “power” - how many cylinders the pump is designed for and its pressure. In general, these are all obvious differences between the pumps. In general, these are the main differences between pumps. Now we will no longer torment our readers with theories about the operation of high-pressure fuel pumps and their primitive characteristics, which have long been set out on the Internet in large quantities. Let's move on to the immediate specifics.

It is deliberately not indicated that the engine belongs to the Mitsubishi manufacturer. This is due to the fact that at the moment there are several derivatives of this engine. Accordingly, they have a minimum of design differences, and the injection pump is suitable for both engines.

To be specific, this is the same engine as the Hyundai D4BH, the pump for it is fully compatible with the 4D56T ICE (the differences between the 4D56 and 4D56T ICEs are insignificant, the “T” index indicates a turbocharged engine).

The pump itself for the above engines exists only one, manufactured by Zexel (aka Diezel Kiki), and now BOSCH. Yes, final suppliers and packaging may vary, but in the end, injection pumps for these engines can only be obtained by Zexel or BOSCH.

Basically, the accelerated exit of the high-pressure fuel pump on these engines is caused by low-quality fuel, as well as the ingress of foreign elements into the system, which often occurs with loose connections and driving over rough terrain, fords, etc.

The main problems with high pressure fuel pumps on these engines are as follows:

Damage (due to accelerated wear) of the internal parts of the pump - plunger pair, bearings and other parts.

Filter contamination (protective mesh and element) due to foreign elements entering the system.

Increased or floating speed due to the so-called. "airing" of the system - air entering the system due to loose connections and worn gaskets and seals.

Poor starting of the engine in cold weather, caused by jamming or breakdown of the thermostat (located on the left side of the pump, injection advance mechanism).

Other breakdowns associated with other elements - candles, automatic warm-up, fuel supply, diesel injection advance angle settings.

Until now, disputes about which high-pressure fuel pump for 4D56 / 4M40 / D4BH engines are better, electronic or mechanical, have not subsided. How big are the differences in the injection pumps themselves and the attached electronics for the pumps. Is it important to replace the electronic fuel injection pump with a mechanical one? Let's take a closer look.So, the main difference in this moment is not the pump itself, but the equipment (electronics or mechanics) that activates the fuel supply system, depending on one or another engine operating mode. In a mechanical injection pump, activation occurs due to the direct mechanical control of the injection pump. A cable runs from the gas pedal to the pump, which controls the system. In the electronic injection pump (EFI), the gas pedal is already electronic and the activation of the system occurs through related electronic units and sensors.There is also a version about the existence of a cable drive for controlling an electronic high-pressure fuel pump (there is a control rheostat on the pump itself), however, our editors could not verify the accuracy of this particular information.Structural diagram of a mechanical pump: Image - 4m41 do-it-yourself injection pump repair

Advantages of a mechanical injection pump:

ease of maintenance;
reliability (due to a smaller number of electronic components and sensors, which often “love” fails);
cost, as a rule, mechanical pumps are cheaper than their electronic "brothers".

Disadvantages of a mechanical injection pump:

the absence of any indication systems and the quality of the units;
the need to fine-tune the parameters and monitor the status of all related elements of the system (candles, fuel pump, diesel injection advance angle device);
increased flow compared to an electronic pump.
slightly worse thrust performance at high speeds compared to an electronic pump.

Structural diagram of the electronic pump:

Advantages of electronic injection pump:

more stable operation of the motor, the absence of “floating” revolutions with serviceable related elements (candles, injection advance mechanism, etc.), including electronic components and sensors;
reduced fuel consumption compared to a mechanical pump;
traction performance at high speeds is slightly better than cars equipped with mechanical pumps;
the ability to read errors through electronic control units.

Disadvantages of electronic injection pump:

a large number of sensors and other electronics, and this somewhat complicates car repairs and increases the cost of maintenance;
difficulties in finding some electronic components;
difficulties in selecting the pump itself and its components, since there are a large number of different variations with attached electronics and they are different depending on the make and model of the car;
the reliability of electronic pump units is lower than that of mechanical ones, since electronic units and sensors can often fail.

Before proceeding with the description of the process of removing the pump from the car, it should be mentioned that this article is not a guide to work on a specific car!

Zexel injection pump (aka Diezel Kiki or BOSCH) is equipped with a large number of cars with 4D56, 4M40, D4BH engines. Moreover, this family of engines is installed on completely different cars in terms of their characteristics and layout of units, such as Pajero Sport and Hyundai Starex, so attachments will differ in most cases. We will simply talk about the process of removing the pump in general terms, without delving into the design differences between cars of different brands equipped with these engines and pumps.

To remove the pump, follow these steps:

remove all electrical wiring from the pump itself;
remove the cooling pipes from the intercooler;
unscrew the high pressure lines, for this a key is used on "14";
after which it is necessary to remove the nozzles, this is done with a long head on “22”;
then you should remove the washers (2 pcs.) From the wells for the nozzles;
after which it is necessary to clean the wells from dirt, etc. and close the nozzle seats with a clean rag or seal tightly;

after the above steps, it is necessary to remove the timing mechanism (for more information about removing the timing mechanism, see the repair book for a particular car);
as soon as the timing is removed, it is necessary to remove the injection pump sprocket and be sure to put marks on the injection pump and the engine block, this is done in order to make it easier to install the pump and configure it later;
as soon as all the above steps are completed, you can unscrew the fixing bolts of the high-pressure fuel pump.

The pump has been removed, now, depending on the problems, it can be sent to the service to the master. Well, or do the repair yourself if the breakdown is not very serious.

Installation of the injection pump is carried out in the reverse order: installation of bolts, connection of vacuum hoses and electricity, etc. However, it is worth noting that when installing the pump, be sure to set the marks in the correct position! In addition, it should be remembered that the elements of the high pressure system must be installed using a torque wrench. We attach the tightening forces of each element during installation:

nozzles - 55-60Nm;
high pressure pipes - 30Nm;
branch pipes "return" - 25-30Nm.

Once the assembly is completed, it is necessary to scroll the crankshaft pulley with a key and make sure that there are no extraneous knocks and rattles. Then you should pump the fuel and only then start the car.Repairing a pump with your own hands is a responsible task that requires a large amount of knowledge, experience and the availability of your own equipment, therefore, before deciding to take such a crucial step, we strongly recommend that you weigh your chances. Yes, such simple maintenance as installing a gasket repair kit and cleaning the mesh filter is not so difficult, and you can do it yourself. But more serious repairs should be trusted to professionals.As a test subject - a mechanical pump removed from the car and washed. One simple repair is to replace the shaft seal.To do this, it is necessary to remove the injection pump drive pulley with a puller, then remove the old oil seal and install a new one. It is important to note that it is not necessary to press in a new oil seal deeply, its adjustment and position should not differ from how the previous one was installed.Next - cleaning the mesh in front of the plunger pair. To do this, unscrew the 4 bolts on the body of the pump itself, remove the cover, simultaneously checking the mechanisms for backlash (they should not be), and carefully remove the plungers and blow through the mesh. Then install everything in reverse order.

Video (click to play).

The rest of the repair is more complex and requires certain skills, even to replace a complete pump repair kit. With a simple repair, it remains to be content with the repairs of the above consumables and the replacement of gaskets.