bosch diesel nozzles DLLA144P184/0 433 171 161 Common Rail Nozzle
Quick Detail
- FOB Price : USD $14.00 / Piece
- Minimum order:1
- Place of Origin:china
- color:silver
- Fuel:Diesel
- Material:Steel
Specifications
bosch diesel nozzles DLLA144P184/0 433 171 161 Common Rail Nozzle
Fuel:Diesel
Body Material:Steel
Component:Auto Nozzle
Certification:ISO9001, TS16949
Stroke:4 Stroke
Cylinder:Multi-cylind
Body Material:Steel
Component:Auto Nozzle
Certification:ISO9001, TS16949
Stroke:4 Stroke
Cylinder:Multi-cylind
Carburettor Type: Downdraft
Warranty: 6 MontysTransportation: DHL, UPS, TNT, by Sea, by Air
Material: High Speed Steel
Payment: T/T, Western Union, Money Gram
Trademark: China-lutong
Specification: CE
Origin: China
HS Code: 8409919940
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Diesel engines have historically used various forms of fuel injection. Two common types include the unit injection system and the distributor/inline pump systems. While these older systems provide accurate fuel quantity and injection timing control, they are limited by several factors:
They are cam driven, and injection pressure is proportional to engine speed. This typically means that the highest injection pressure can only be achieved at the highest engine speed and the maximum achievable injection pressure decreases as engine speed decreases. This relationship is true with all pumps, even those used on common rail systems. With unit or distributor systems, the injection pressure is tied to the instantaneous pressure of a single pumping event with no accumulator, and thus the relationship is more prominent and troublesome.
They are limited in the number and timing of injection events that can be commanded during a single combustion event. While multiple injection events are possible with these older systems, it is much more difficult and costly to achieve.
For the typical distributor/inline system, the start of injection occurs at a pre-determined pressure (often referred to as: pop pressure) and ends at a pre-determined pressure. This characteristic results from \"dumb\" injectors in the cylinder head which open and close at pressures determined by the spring preload applied to the plunger in the injector. Once the pressure in the injector reaches a pre-determined level, the plunger lifts and injection starts.
They are cam driven, and injection pressure is proportional to engine speed. This typically means that the highest injection pressure can only be achieved at the highest engine speed and the maximum achievable injection pressure decreases as engine speed decreases. This relationship is true with all pumps, even those used on common rail systems. With unit or distributor systems, the injection pressure is tied to the instantaneous pressure of a single pumping event with no accumulator, and thus the relationship is more prominent and troublesome.
They are limited in the number and timing of injection events that can be commanded during a single combustion event. While multiple injection events are possible with these older systems, it is much more difficult and costly to achieve.
For the typical distributor/inline system, the start of injection occurs at a pre-determined pressure (often referred to as: pop pressure) and ends at a pre-determined pressure. This characteristic results from \"dumb\" injectors in the cylinder head which open and close at pressures determined by the spring preload applied to the plunger in the injector. Once the pressure in the injector reaches a pre-determined level, the plunger lifts and injection starts.
