Injection pump of the MTZ tractor: Design, adjustment, tips

Injection pump of the MTZ tractor: Design, adjustment, tips

Features of the fuel injection pump device MTZ-80, 82. Detailed diagrams and useful recommendations.
Consisting of two fuel tanks, two filters (coarse and fine), and a high-pressure fuel pump (HPF), the fuel system of this brand of tractor is quite simple and standard for most both diesel and gasoline engines. Looking at the MTZ-80 fuel injection pump in the diagram below and knowing the detailed device with all its component parts, you can have little doubt about the possibility of independently repairing this equipment. The fuel pump of the MTZ tractor - 80, 82 and its later modifications has a total of more than 70 parts.

Transmission Features

All these qualities have ensured that the Belarusian tractor is in demand, which allows, after a number of modifications, to produce the model at the present time. Belarus MTZ 82 served as the basis for the creation of a number of specialized models:

Interesting facts about the MTZ-82 tractor: history of creation

This wheeled unit was first released in 1978. It was designed on the basis of a fairly powerful MTZ-50 tractor, which went through many upgrades. The MTZ-82 layout is standard - the rear wheels are larger than the front wheels and have a semi-frame design, the engine runs on diesel fuel.

The unit has a rather interesting history of creation. In the 70s, the Minsk Tractor Plant was engaged in the production of fairly outdated equipment. The product range needed to be urgently changed.

However, the plant had very little money to implement innovations. Then they decided to modernize the existing models of equipment, bringing them to a radically new level of quality.

It was from one outdated unit that talented Soviet designers created an outstanding representative of agricultural machinery, MTZ-82.

Injection pump device for MTZ - 80, 82

UTN-5, as the fuel pump for the Belarusian brand of tractors is called, is made of durable aluminum alloy and is available in two possible installation options - left and right, depending on the design features of the flange mounting. Throughout the entire body, it is divided into two cavity parts by a special partition, where in the lower cavity there is a shaft with a pump drive, and in the upper cavity there are separate sections of this pump.

You can read the full detailed structure of the high pressure fuel pump of the D-240 engine below

Fuel pump with regulator:

1 - pressure fitting; 2 - clamps; 3 - spring; 4 - discharge valve; 5 — valve seat; 6 - gasket; 7 — plunger bushing; 8 - plunger; 9 - plug; 10 — ring gear; 11 — rotary sleeve; 12 — regulator cover; 13 — rack rod; 14 — spring lever; 15 — regulator spring; 16 — enrichment spring; 17 — main lever; 18 — corrector housing; 19 — corrector rod; 20 — adjusting screw; 21 - intermediate lever; 22 — nominal bolt; 23 - bolt; 24 — regulator body; 25 — load axis; 26 - heel; 27 - coupling; 28 — heel axis; 29 — lever axis; 30 — regulator weights; 31 — thrust ball bearings; 32 — drain plug; 33 — cargo hub; 34 — shock absorber block; 35 — washer; 36 — bearing cup; 37 — oil deflector; 38 — control lever; 39 - cam shaft; 40 - plug; 41 — eccentric drive of the booster pump; 42 — flange for mounting the booster pump; 43 — adjusting washer; 44 — mounting plate; 45 — pump housing; 46 — oil supply hole; 47 — roller nut; 48 — splined bushing; 49 — mounting flange; 50 — pusher with roller; 51 — pusher adjusting bolt; 52 — spring plate (lower); 53 — plunger spring; 54 — spring plate; 55 — rack; 56 — bolt for bleeding; 57 — channel for fuel removal; 58 — bypass tube; 59 — bypass valve body; 60 - plug; 61 — valve ball; 62 — hole for fuel supply; 63 — channel for fuel supply; 64 - cut-off hole; 65 — inlet hole of the plunger sleeve; 66 - pin; 67 — hatch cover; 68 — adjusting screw; 69 — gasket; 70 - filler plug; 71 — adjusting screw; 72 — corrector spring; 73 - tightening screw.

Here you can see the entire fuel system of the Belarusian tractor:

Diesel power system (diagram):

1 — muffler; 2 — air cleaner; 3 — coarse air filter; 4 — intake manifold; 5 — electric torch heater; 6 — fuel tank of the electric torch heater; 7 - drainage tube; 8 — high pressure tube; 9 — filler neck; 10 — fuel tanks; 11 - drain valve; 12 — fuel pipe; 13 — fuel coarse filter; 14 — fine fuel filter; 15 — tube from the fine filter to the fuel pump; 16 — tube from the sediment filter to the fuel pump; 17 — fuel pump regulator; 18 — fuel pipe from the booster pump to the fine filter; 19 — booster pump; 20 — bypass tube; 21 - fuel pump; 22 — nozzle; 23 — exhaust manifold; 24 - lower filter element; 25 - middle filter element; 26 - upper filter element.

At the upper cavity point of the UTN - 5 D-240 engines there are two longitudinal channels that form a square, one end of which is connected to the fine fuel filter, and the other, respectively, to the pump itself in the pump, where a bypass valve is mounted in the fitting.

Checking (adjusting) the fuel pump

Before checking, it is necessary to ensure that the locking cone of the discharge valve is tight and that there is sufficient pressure in the pump section located in the upper cavity. Rotating the crankshaft, you need to move the regulator until the needle on the pressure gauge stops at 15 MPa. The engine is then stopped and the fuel supply is turned off using the control lever. When the pressure drops on the pressure gauge in less than 10 seconds, the valve is in good working order and can be used for further use.

To adjust the exact angle at which fuel begins to flow, you will need to screw in/unscrew a special adjusting bolt. When unscrewing the bolt, the angle will increase, and when screwing it back in, it will decrease accordingly. Please note that one turn (turn) of screwing in/unwinding adjusts the engine speed by approximately 30-50 revolutions. When the bolt is loosened, the performance and throughput of the pump decreases proportionally, and when tightened, on the contrary, it increases.

Theoretical recommendations

You can logically calculate that as the fuel supply to the engine increases, its torque also increases, which naturally increases the rated power of the D-240 engine. In addition, the speed of operation is increased to the limits of its capabilities.

Changing the oil in the UTN-5 pump is necessary only after disassembly and repair, and is not necessary for everyday use of the tractor. Filling of diesel oil should be done through the injection pump crankcase in a volume of 150-200 ml.

Description of the method of operation of UTN - 5 • Fuel filters

1. Paved roads; field roads; packed snow roads.
2. Roads with gravel, crushed stone (broken) or sandy (country) surfaces; unpaved roads after rain; turfed soil with hard surface; stubble of grain crops.
3. Deep rutted roads; frozen or normal moisture arable land; ridge roads; thawed after a thaw; field after collecting root crops; virgin snow; off-road spring; broken roads.

Characteristics of fuel injection pump

The MTZ fuel pump belongs to the category of four-plunger units and is designed to ensure the necessary fuel circulation. In the design of the tractor, it is located in one block with a pumping analogue and a centrifugal regulator. The block is located on the left side of the D-240 engine, secured with bolts to the distribution cover.

Before you figure out how to add fuel to the MTZ injection pump, you need to become more familiar with its characteristics and features. Correct operation of the unit is ensured by the action of the crankshaft, which drives it through a gear mechanism.

Among the most significant characteristics of this important element it is advisable to include:

• manufacturer - Noginsk;
• spare parts catalog number - 4UTNI-1111005-20;
• scope of application - power units of the D series (from 240 to 248.1 modification) for various MTZ models;
• drive type - splined bushing.

The MTZ 82 fuel equipment is not a completely unique development, since it has foreign analogues. An example is the Czech-made PP4M9P1g-4201, which is almost identical in its technical design and characteristics.

Attachments. Unit features

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Device

When planning to repair the MTZ fuel injection pump, you should familiarize yourself in more detail with the design of such an element. It is distinguished by a minimum number of elements and high reliability, which makes it possible to significantly simplify the procedure for adjusting the pump, as well as troubleshooting. The main components of this unit are:

• plunger pairs;
• frame;
• pressure type valve;
• pushers;
• camshaft;
• plunger drive mechanism.

The pump head and housing are a single element made of high-strength aluminum alloy. The design of the unit provides that a special plate is placed on the front part of the housing, which is used to mount the product directly on the engine. When figuring out how to remove the injection pump from the MTZ 82, it should be noted that to do this it is enough to remove the mounting bolts.

The back of the plate is equipped with a special flange, which is used to install the regulator. The principle of operation of the product is extremely simple, it involves the following algorithm of actions:

1. The cam shaft begins to rotate, lifting the pusher with the help of a roller.
2. The pusher moves down together with the plunger.
3. Fuel fills the space in the sleeve vacated by the descent of the plunger.
4. When the element returns to its original state, pressure is created, due to which, with the help of a valve, a portion of fuel flows through the nozzles.

This cycle is repeated at certain intervals, which allows you to maintain the fuel level necessary for proper engine operation.

What should you consider? Offers for purchase

Re: MTZ-82 fuel control • In this case, the choice is up to the client; he needs the actual fuel consumption or the fuel level and volume in the tank.

Adjusting the fuel pump

One of the most important measures for servicing the fuel pump of the MTZ tractor is its adjustment. If it is performed correctly, the owner of the equipment will be able to avoid damage to the pump and other structural elements. Adjustment manipulations are carried out using a special stand, as well as the necessary tools:

• instruments that allow you to measure shaft rotation speed;
• disk for determining fuel supply;
• measuring containers for controlling fuel volumes;
• drive and variator, which are capable of smoothly changing rotation speed.

Speed ​​indicators are adjusted using a bolt located in the product body, which is responsible for the degree of tension of the control spring. Screwing in the bolt leads to an increase in performance, and unscrewing it counterclockwise, on the contrary, will reduce the speed. The fuel supply is adjusted using a special sleeve, which works on a similar principle. For uniform feeding, you should use the nominal edge, which is also located on the body.

Tell me how to reduce fuel consumption on MTZ-82.1

Good day everyone. Tell me how to reduce fuel consumption on an MTZ-82.1, 4UTNI pump, engine D-243, 2011 tractor. I work clearing snow, I fill up 40 liters - it only lasts for 5-6 hours. The old tractor ate 2 times less with the same work. What could be the matter?

remove the fuel and check the injectors on a stand

Is the air filter clean?

and how would you like it, under load, for the tractor to be fed with air? 40l in 5-6 hours is normal

and how would you like it, under load, for the tractor to be fed with air? 40l in 5-6 hours is normal

IN OUR ORGANIZATION WE JUST HAVE 2 MORE OLD MTZ WITH 240 ENGINES SO 20L IS ENOUGH FOR THE ENTIRE DAY (8 HOURS) WE DRIVE THE SAME WITH THE SAME KNIVES AND I CAN’T STAY IN 40.

and how would you like it, under load, for the tractor to be fed with air? 40l in 5-6 hours is normal

The man says that the old one ate less at the same job.

Is there any black smoke? How does it start? Works? Most likely it is indeed a fuel equipment.

Is the air filter clean?

BY THE WAY ABOUT THE FILTER. WHEN I REMOVED THE PAN AFTER BREAKING IN, THERE WAS A PIECE OF POLYETHYLENE AND SOME ROPE FLOATING IN THE OIL, IT CAME FROM THE FACTORY, THE ENGINE WORKED INTERMITTENTLY AND VERY HARD. AFTER WASHING THE FILTER THE INTERRUPTIONS HAD GONE BUT HARD WORK STAYED, SO I THINK MAYBE SOMETHING IN THE COLLECTOR IT'S SUCKS, THAT'S WHY THE CONSUMPTION IS LIKE THIS?

Is there any black smoke? How does it start? Works? Most likely it is indeed a fuel equipment.

NO SMOKE AT ALL, ONLY UNDER A LIGHT LOAD, STARTS GOOD, BUT RUNS HARD WITH THE OLD CAN’T COMPARE

remove the fuel and check the injectors on a stand

So I tell my mechanic this, but he resists, citing the fact that the tractor is new and everything is already adjusted at the factory. But my norm on it is 32 liters. For 8 hours I have to add hours to the trip in order to write off the diesel fuel

7-8 liters per hour is normal consumption when operating under load. Another thing is that your old tractors have worn-out equipment and do not pump as much fuel, but even under load they will not pull. Because of this, they work softer - even increasing the injection pressure leads to harsher engine operation. I have a Southern excavator that worked for more than fifteen years on fuel without repair - it only sniffed diesel fuel, but it didn’t carry any luck, in the mud even on the first one it withered and stalled (although when I took it from the fence on the third one it easily overcame any dirt) after repairing the fuel pump, the starting started from half a turn, the traction returned, I didn’t even believe it myself - in the same fields in the mud, third became the running gear - but the appetite also increased. In order for the horses to run, they need to be fed not only with air and a whip, but also with oats (here diesel fuel for the tractor).

7-8 liters per hour is normal consumption when operating under load. Another thing is that your old tractors have worn-out equipment and do not pump as much fuel, but even under load they will not pull. Because of this, they work softer - even increasing the injection pressure leads to harsher engine operation. I have a Southern excavator that worked for more than fifteen years on fuel without repair - it only sniffed diesel fuel, but it didn’t carry any luck, in the mud even on the first one it withered and stalled (although when I took it from the fence on the third one it easily overcame any dirt) after repairing the fuel pump, the starting started from half a turn, the traction returned, I didn’t even believe it myself - in the same fields in the mud, third became the running gear - but the appetite also increased. In order for the horses to run, they need to be fed not only with air and a whip, but also with oats (here diesel fuel for the tractor).

I agree, it means that the standard is coming out, you need to ask for another one if everything turns out to be in order with the fuel system?

Is there any black smoke? How does it start? Works? Most likely it is indeed a fuel equipment.

NO SMOKE AT ALL, ONLY UNDER A LIGHT LOAD, STARTS GOOD, BUT RUNS HARD WITH THE OLD CAN’T COMPARE

They all work like that when they’re new. For what reason, who knows? But your consumption is normal, which, believe me, isn’t much at all. If you have a dispute with a mechanic, shove your passport data in his face. And you shouldn’t open the pump if the tractor is under warranty. Then you’ll rake it yourself.

7-8 liters per hour is normal consumption when operating under load. Another thing is that your old tractors have worn-out equipment and do not pump as much fuel, but even under load they will not pull. Because of this, they work softer - even increasing the injection pressure leads to harsher engine operation. I have a Southern excavator that worked for more than fifteen years on fuel without repair - it only sniffed diesel fuel, but it didn’t carry any luck, in the mud even on the first one it withered and stalled (although when I took it from the fence on the third one it easily overcame any dirt) after repairing the fuel pump, the starting started from half a turn, the traction returned, I didn’t even believe it myself - in the same fields in the mud, third became the running gear - but the appetite also increased. In order for the horses to run, they need to be fed not only with air and a whip, but also with oats (here diesel fuel for the tractor).

Terrible consumption after fuel injection pump repair

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Thread starter Stayed late

Messages in the topic: Total messages: Registered: 10/11/2009 Profession: guest of the Sever Hotel From: Krasnoyarsk Car: Mazda MPV.1998.WL (turbodiesel).LVLR.4WD » 04 Dec 2009, 03:36 good afternoon.

I have the following problem: I had the fuel injection pump repaired at a service center.

They replaced the plunger pair, washers and repair kit.

The injectors were also pressurized. on the first cylinder the valve was clamped and there was no compression at all (in their words). We adjusted the valves, but still the pressure was 4 atmosf. lower than others. starts amazingly (tried it at -25).

but when I start it in the morning, after 10 minutes white smoke comes out. I went to the service center: they set the ignition earlier (it started to pull better).

but it still smokes (however, it starts smoking for about 10 minutes and it’s normal again). Well, I think it’s smoky when it’s cold.

The problem is that after the repair the consumption became 30 liters per 100 km in city mode. I tell the adjusters they don’t believe me. although before the repair it was about 15-17 in the city and 10 on the highway (I don’t give more than 2500 rpm) it was laid down.

or what could it be? Thanks in advance to you forum members Advertising Vros

Messages in the topic: Total messages: Registered: 10/04/2007 Profession: Photographer From: Ufa Car: Ford Econoline 2wd 96 year GAS/PETROL » 07 Dec 2009, 02:00 evgen13: but when I start it in the morning, after 10 minutes white smoke comes out.

Is there a fuel supply adjustment to the injection pump?

Ford Econoline is a megabus.

I went to the service center: they set the ignition earlier (it started to pull better). Question: when the engine turns off the spark plugs, what does the ignition have to do with it?

MBF 1999 4WD WL-T SGLR Rav4 1996 4WD 3SFE SXA11 - there is no more reliable car in the world Vros Messages in topic: Total messages: Registered: 04/18/2007 From: Vladivostok Car: Mazda MPV, LVLR, 4WD, AT » 07 Dec 2009, 04 :13 evgen13, I started consuming fuel like crazy when the oil seal on the injection pump shaft became leaky, replaced it - everything returned to normal.

It looks a lot like there is a good air leak in the system.

To check, install transparent hoses on the supply and return. look to see if it reaches the pump or in it.

Look both ways - you will see a MICROBE