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HOW TO AIR AIR THE DIESEL FUEL SYSTEM, PEAR, HAND PUMP FOR FUEL INFLATION.

A distinctive feature of a diesel engine from many gasoline analogues is the absence of an ignition system, since the mixture of fuel and air in the diesel cylinders ignites independently (from strong compression and heating). In this case, it becomes necessary to supply fuel to the combustion chamber under high pressure.

It is quite obvious that for diesel engines, maximum tightness of the entire fuel system is extremely important. If air gets in, then the required injection pressure cannot be achieved. Moreover, excess air can damage expensive elements of the fuel supply system. Next, we will look at why and how to de-air the fuel system of a diesel engine.

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Why is there a need to bleed the fuel system of a diesel engine and how to do it

As mentioned above, diesel fuel is supplied under high pressure. The specified pressure is created by the injection pump (high pressure fuel pump). If air leaks occur, the pressure in the pump does not reach the required values ​​for effective fuel injection into the cylinders of a diesel engine.

Naturally, in such a situation, the diesel engine does not start well, operation at idle and under load may be unstable (diesel throttles), the speed begins to fluctuate, the power unit may stall while driving, etc. Note that not only airing manifests itself in the form of these symptoms, but it may also well be one of the causes.

Next, you need to invite an assistant who will turn the engine with the starter. The main thing is to determine whether fuel is flowing or not flowing from the pipelines. If there is no supply, there may be air in the system and it needs bleeding.

• First of all, the fuel filter is pumped first. To do this, use a wrench to slightly unscrew the screw on the filter housing.
• Next, you need to pump fuel with a manual pump. Pumping continues until fuel begins to flow out through the screw hole, without air bubbles. The screw on the filter housing can now be tightened.

Childhood diseases. Bosch injection pump for Kamaz Euro-2

Pavel [therock9618]

11.05.2019,

It's time to touch on the topic of trucks, namely, the familiar Kamaz vehicle. Over the many years of production, it has undergone a huge number of changes and modifications, and to be honest, I can’t even say that it has become better as a result. It became a little, but again, they decided to adapt its already capricious engine to the Euro-2 environmental standard. And then they immediately began to hate this modification; both drivers and repairmen, having learned that it was Euro-2, immediately refused to undertake repairs.

Why is that? The problem is in the high pressure fuel pump. Due to the settings for Euro-2 standards, the unit is entrusted with the task of accurately dosing fuel at the required period. The engine itself is very smoky, especially when starting, the car smokes like a steam locomotive until it warms up. And to prevent this from happening, the pump supplies a very lean mixture. And it turns out that the car has a very small temperature range at which it starts without problems. From practical experience I would say -5 to +5. Yes, this is exactly such a feature of the pump. The lean mixture is simply not enough to start the engine, and you have to turn it more with the starter, and at the same time keep the gas pedal pressed to the floor. Over time, the plungers wear out, become loose, and starting problems begin almost constantly. The engine can start with half a turn when it’s cold, but when it’s hot it won’t start at all, or vice versa.

As we already know, on this modification of Kamaz vehicles, fuel injection pumps are found from two manufacturers - the domestic YAZDA series and the German-made Bosch. Those who don’t know will immediately exclaim: “Bosch would be the best, this is a domestic fuel injection pump that is problematic,” etc., because we are all accustomed to the fact that the Germans always associate this with the word “quality.” But no! In our case, it is the Bosch fuel injection pump that is the culprit of all the problems with the operation of the Kamaz engine. Let's figure out why.

The Bosch injection pump is a unit with an in-line arrangement of plungers and a Common Rail system. According to the developers, it is much more reliable, doses the mixture more accurately and is therefore economical. But the Germans apparently forgot to point out that the pump is very sensitive to the quality of fuel and oil. But we know very well what quality our diesel fuel is. Our “high-quality” fuel, not immediately of course, but kills all filter elements and the driver basically simply does not understand what exactly the problem is. And as a result, repairs require a large sum of money, since imported parts are very expensive.

If we talk about the domestic fuel injection pump, then this is a familiar V-shaped pump, the only difference from the previous ones is the adjustment to Euro-2 standards. Its advantage is that it is able to swallow diesel fuel, so to speak, of any quality and at the same time last longer than the imported version of the injection pump.

And so drivers, faced with all the delights of a German pump, buy a domestic one and simply change it. But this does not always work out, since not all engines have mounts for both pumps. It happens that when the engine is equipped with a Bosch fuel injection pump, it will not be possible to install a domestic one, so these fasteners have to be welded on. To avoid this, I recommend that before purchasing this car with a Euro-2 modification, you reconsider your priorities and it is best to purchase one with a domestic pump.

There is another problem associated with both injection pumps - the lubrication system. On such KamAZ vehicles, fuel injection pumps are included in the general lubrication system. And the Kamaz engine is very problematic, in terms of the fact that there are a lot of rubber bands, something is constantly leaking, it is not surprising that antifreeze gets into the lubrication system and two levels can be seen on the dipstick. And precisely for this reason, many vagaries with the start and operation of the engine are associated with oil getting into the fuel injection pump along with antifreeze.

My father had to work for some time on Kamaz with German fuel. In addition to the fact that it was difficult to start, the engine sputtered and stalled very often. When the engine once again stalled, we discovered that the rack that rotates the plunger does not move at all, that is, it turns out that all the plungers are jammed. Then, when the engine cools down, the rack moves again and the engine starts - miracles! At the same time, there were no two levels of oil on the dipstick, but it was watery to the touch, which is completely strange for oil. We decided to replace it immediately: we drained the oil, and while we were unscrewing the pan, droplets of antifreeze were visible at its bottom during removal. Everything immediately became clear. As it turned out, if antifreeze gets into the injection pump with oil, deposits remain on its plungers, which are very difficult to wash off, and when there are too many of them, at high engine temperatures, they simply jam.

In order for the Kamaz to be driven to a repair site in another city, it was necessary to temporarily fill the cooling system with water. The craftsmen completely overhauled the engine, replaced all the rubber bands and filled in new oil, and turned off the oil supply points to the injection pump so that no lubricant from the engine would enter the pump, but it would be lubricated by what was in it. The pump itself was disassembled, washed and now everything works as it should. I say this because it is better to immediately turn off the oil supply to the pump, even if there is no coolant in the engine lubricant yet. It won’t get any worse, but you will protect yourself and your wallet from problems and extra costs.

Other methods of bleeding the fuel system of a diesel engine

So, above we looked at the main way to bleed a diesel fuel system. At the same time, many specialists and experienced car enthusiasts separately point out that in some cases such attempts to bleed the pump can have serious consequences for the power system.

Please note that the reason for this concern is that if there is mechanical damage, bleeding in this manner can cause irreparable damage. Let's look at other existing methods.

• First of all, the bolt on the fuel return line (the so-called “return”) is loosened. Next, you should carefully monitor how the fuel comes out. If air bubbles are visible, then this means that the system is airy.

If so, you can use a simple tire inflator or compressor. Next, the hose is removed from the fuel pump and the air pump hose is installed in its place. The basic idea is that pumping occurs, which allows the pressure in the system to increase. This pressure makes it possible to pump diesel fuel into the fuel pump.

• Another pumping method can be described as “household”, since it involves the use of a home vacuum cleaner. The main thing is that the device has sufficient power.

Having prepared the vacuum cleaner, you also need a regular medical syringe and a hose 30-40 cm long. For these purposes, it is recommended to use a transparent type of hose. The syringe is inserted into the hose, and the other end of the hose is put on the bleeder fitting.

Next, the piston is pulled out of the syringe, and the vacuum cleaner tube is inserted into the syringe. The main thing is to achieve reliable fixation and a tight fit. Also, the joints can be sealed by putting on pieces of hoses of different diameters, winding electrical tape, etc.

Now you can unscrew the fitting a little, after which the vacuum cleaner turns on. After a few seconds, yellowish foam can be seen in the syringe. This is a mixture of diesel fuel and air. Further pumping comes down to ensuring that the syringe is filled with clean diesel fuel instead of foam.

Let's sum it up

As you can see, the main method of bleeding a diesel fuel supply system is a labor-intensive procedure that requires certain skills. It is important to maintain cleanliness and prevent dirt, dust or debris from entering the pump.

As for pumping through the “return” using a compressor or the method described above with pumping with a vacuum cleaner, the effectiveness of such methods in some cases may be low or even questioned. For this reason, it is strongly recommended to bleed the diesel engine power system at a specialized car repair and maintenance center.

Finally, I would like to note that if the power system is regularly aired out, and the reason is difficult to determine, a solution to the situation may be to install an additional fuel priming pump on the injection pump.

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Common diesel engine malfunctions and diagnostics of units of this type. Checking the fuel system of a diesel engine, useful tips.

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Injection pump Bosch Kamaz Euro 2

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Frequently asked questions and answers

KamAZ 53215-15 Euro-2 engine 740.31-240 was installed before me with a BOSCH injection pump. I already got it with fuel injection pump 337-42 (writes Euro). Consumption per 100 km at 42t - 65 liters. Tell me what fuel injection pump should be installed and approximately what should the flow rate be?

According to the manual, the analogue of BOSCH is indeed 337-20.05, but there is real practice on several cars with 337-42, they work normally and consume money if everything is adjusted correctly.
Euro-1 is cheaper than E-2. The nozzles should be: 273-21 with sprays 273-20. Why should you buy from us?

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