Adjustment from the govenorshaft for properfunction???

[DA-BRT]

I got a question about the govenorshaft and how to adjust for proper function.

I've been reading: BoschFuelInjectionPumpTypeVE2.PDF manual. There is some information, but not on the adjustment/settings.


The quote below from the pump tread was the first time I found out that it needed special adjustment (timing/installation)

After this, you put in the governor shaft in the body of the pump:



These are the washers that go behind the governor's rotor:



Then install the shaft and tighten it with the help of a hex key and a normal box wrench to hold the shaft in position so it doesn't move while the lock nut is tightened.

The position of this shaft is important because it regulates the system of initial injection by vacuum (?). It's wise therefore, to mark the position of this shaft during pump disassembly.



Who can explain to me why there is a specific adjustment needed for the govenor shaft and how can I adjust is afterwards?

Until now I've always installed the shaft back into the pumphouse by turning the hex into the pumphouse till the governor starts moving allong. Than I turn the shaft a little bit outwards and than fixed it.

[DA-BRT]

No one got a clue?

I installed the govenor shaft like it was. Tonight I'm going to put the pump back on the car.

After adjusting the engine I'm going to play a little with the settings of the govenor shaft. I'll post my findings.

[DA-BRT]

I didn't knew it either until I saw the pump rebuild topic. There was the text that you should put it back as it was.

I never did that on all the pumps i took apart. Never seemed to have a problem there.

I always turn it in that far til the sleeve starts moving towards the head and than I turn it back a little.

[Tintin]

For adjust the governor shaft, that depend if your pump is equipped with the system '' load dependant ''



If your governor shaft is like that of cummins, it do not need adjustment, the internal pressure of the pump is always to the maximum in proportion of the RPM

On the other hand, if it is like that of VW, the internal pressure of the pump varies according to the position of the accelerator, to adjust it, run in 4 gear, adjust turbo for low boost, and pushes on the accelerator gradually and you will ear the noise of the engine to change at a certain point, adjust for the ¾ of the accelerator.

.............................................................................

[gigaz2]

is that esitronic?

[935racer]

tintin where can you get that sweet program!?!

[wolfsburgnut]

http://cgi.ebay.de/Bosch-ESI-tronic-Fahrzeugdiagnose-KTS-500-Diagnose_W0QQitemZ250089843242QQihZ015QQcategoryZ124661QQssPageNameZWDVWQQrdZ1QQcmdZViewItem

I've been waiting till I'm done school, then I'm going to buy it myself, they seem to have a few copies on german ebay.

Peter

[wolfsburgnut]

not sure, but nows as good a time as any to German, maybe then I can talk to my car and find out whats wrong. :roll:

Peter

[Vincent Waldon]

Yeah, my take is that the setting on that shaft will adjust the RPM range over which the govenor weight assembly will moderate the throttle assembly... the yellow paint is probably a sign that someone at the factory did a calibration at some point.

'Course this realization came to me when I already had it apart... next time I'll measure it.  Thanks again for the info Tin Tin... looks like I need to track down the D series disk of ESItronic, or learn German, or both !


Vince

[DA-BRT]

@Named Tintin: Thanks for the feedback!  

Wat can you do with ESI Tronic? I that some kind of rebuild/repair manual for Bosch?

I got the top Governor shaft.

Yesterday I build the IP back on the engine. It runs ok now. Tonight I'll start adjusting it.

[Tintin]

Esitronic 2004, and yes, it supports several languages, I have CD: A, D, C, K, M, W, etc.... almost the complete series.

......................................................

For the governor shaft adjustment, it do not have relationship with RPM range, only with a internal pressure, (only if the pump is equipped with the small passage for the load dependant)

When floor the accelerator with load dependant, the sleeve on the gov shaft come to block the small passage, and the internal pressure increases, which cause to advance the timing (at ¾ to full throttle)

Another means to adjust it, before reinstall the pump cover (LDA) , check the small line hole on the sleeve on the gov. shaft, pull the speed control at full throttle position and screw the gov. shaft until ace what the hole on the sleeve is blocked + ½ turn,  to fine adjust, when you run the car on the road,  one can perceive the moment when the sleeve starts has to block the hole, with good ears, one hears the engine become noisier (more timing).

I test different size of the hole on the sleeve (different sleeve) and it is surprising the difference which there can be.

[Vincent Waldon]

Makes sense... thanks for the clarification.

[DA-BRT]

Thanks: I will try to adjust it the way you discribed it.

The M-TDI with the issue of the govenor shaft drives fine now, I only have to adjust the govenorspring to move the rpm limitations.

[VW_Commuter]

I test different size of the hole on the sleeve (different sleeve) and it is surprising the difference which there can be.

Tintin, can you explain to us village idiots how the performance changed with the different size hole in the sleeve?  Does a larger hole=more or less advance?

Greg

[Tintin]

The hole size have nothing to do with performance, It's to get good timing balance (timing curve) with: close-mid-open hole,  not the curve for RPM, but for % of accelerator pedal.

There are lots of matching parts inside the pump that can change data.

And there are some of possible adjustment to achieve the same result.

The first thing its to know exactly what parts does what.