Bosch CRI Repair Instructions Maktest PDF

MAKTEST, INC.
Service Manual
Bosch CRI Types 1.0, 2.1, 2.2
01.09.2009
Disclaimer: The information presented herein is for guidance only. Different applications may have different
service procedures to follow. Consult to Maktest in case of confusion.
Contents
Description of Components ................................................................................................................................. 1
Explanation of Name Plate on the Injector ..................................................................................................... 1
Identification of CRI types and their Differences ............................................................................................ 2
Differences in Nozzle Seat ........................................................................................................................... 2
Piston Type Spacer .................................................................................................................................. 2
Piston Spacer in a Guide .......................................................................................................................... 2
Differences in Nozzle End Surface ............................................................................................................... 3
Solid Nozzle End-Machined Surface ........................................................................................................ 3
Nozzle Seat with Maltese Cross Machined Surface................................................................................. 3
Nozzle Seat with Butterfly Shape Machined Surface .............................................................................. 3
Differences in Valve Mechanism Assemblies .............................................................................................. 4
CRI 1 type Valve Mechanism ................................................................................................................... 4
CRI 2.0 and CRI 2.2 type Valve Mechanism ............................................................................................. 5
CRI 2.1 type Valve Mechanism ................................................................................................................ 5
Disassembling Nozzle and Checking for Repair ................................................................................................... 7
Piston Type Spacer ...................................................................................................................................... 8
Spacer in a Guide Type ................................................................................................................................ 8
Checking For Repair ......................................................................................................................................... 9
Dissembling the Solenoid and the Valve Group ................................................................................................ 10
Dissembling the Solenoid and the Valve Group CRI 2.1 Type (BMW applications) .......................................... 14
Dissembling the High Pressure Inlet Nipple .................................................................................................. 16
Checking Components for Repair .................................................................................................................. 16
Assembling CRI Injectors ................................................................................................................................... 21
Assembling the Valve Seal ............................................................................................................................. 21
Assembling the Control Valve ....................................................................................................................... 24
Assembling Valve Group of CRI 1.0, 2.0 and 2.2 ........................................................................................... 25
Daimler Chrysler Engine Applications Suspension Ring Assembly .......................................................... 27
Measuring and Setting the Magnet Plate Lift................................................................................................ 27
Measuring and Setting the Distance between Solenoid and Magnet Plate.............................................. 30
Assembling the Solenoid Group .................................................................................................................... 33
Assembling the CRI 2.2 type Solenoid and Valve Group (BMW Applications) .............................................. 34
Assembling the Nozzle................................................................................................................................... 38
Piston Type Spacer .................................................................................................................................... 38
Measuring and Setting the Nozzle Lift of Injectors with Piston Type Spacers ...................................... 38
Tightening Torque Values for Injectors with Flat End ........................................................................... 40
Tightening Torque Values for Injectors with Maltese Cross End .......................................................... 41
Tightening Torque Values for Injectors with Butterfly End ................................................................... 41
Guided Shim Type Spacer .......................................................................................................................... 42
Measuring and Setting the Nozzle Lift................................................................................................... 42
Tightening Torque Values for Injectors with Flat End ........................................................................... 45
Tightening Torque Values for Injectors with Maltese Cross End .......................................................... 46
Tightening Torque Values for Injectors with Butterfly End ................................................................... 46
Testing the Injectors and Interpreting the Results ............................................................................................ 47
Fine Tuning the Delivery of Common Rail Injector............................................................................................ 49
Which part has what affect on the deliveries? ............................................................................................. 49
Ball Lift ....................................................................................................................................................... 49
Distance between the Solenoid and the Magnet Plate ............................................................................. 49
Thickness of the Solenoid Shim ................................................................................................................. 49
Nozzle Lift .................................................................................................................................................. 50
Thickness of the Nozzle Spring Shim ......................................................................................................... 50
Bosch CRI Repair Instructions
Description of Components
Explanation of Name Plate on the Injector
See below figureError! Reference source not found.;
1. Serial Number
2. Bosch Order Code
3. Classification
Identification of CRI types and their Differences

Differences in Nozzle Seat
Piston Type Spacer
Piston Type Spacer (2) is actually located between nozzle needle and Control Valve Piston.
Piston Spacer in a Guide
Spacer is placed in a guide (2) and spacer is much smaller that piston type spacer.

Differences in Nozzle End Surface
Solid Nozzle End-Machined Surface
This type of nozzle body is used on CRI 1 type Bosch injectors with piston type spacers.
Nozzle Seat with Maltese Cross Machined Surface
Usually guided spacer nozzle assembly injectors have this Maltese cross machined surface on their nozzle
seat surface.
Nozzle Seat with Butterfly Shape Machined Surface
Injectors with both piston type spacers and guided spacers of CRI 2 type may have Butterfly Shape Machined
Surface on their nozzle seat surface.

Differences in Valve Mechanism Assemblies
CRI 1 type Valve Mechanism
1
2
3
CRI 1 type of Valve Mechanism is very wide spread and first generation valve mechanism. The lock piece (1)
must be removed in order to disassemble whole valve mechanism. Connection Plate (2) can be removed
only after removing the lock piece, and Control Valve Fixing Nut (3) should be removed using a special
hexagonal tool.
CRI 1 type mechanism has a variant for Daimler Crysler Engines. One type of the Valve Mechanism is
modified to have a suspension (1) on the Control Plate Assembly to avoid uncontrolled vibrations during
operation at higher speeds.

CRI 2.0 and CRI 2.2 type Valve Mechanism
CRI 2.0 and CRI 2.2 is very similar to CRI 1 type valve mechanism, with one exception that there is a
protective cover (1) on top end of the Push Rod. This cover actually covers the lock piece and avoids and
damage to push rod and lock piece. In order to disassemble the valve mechanism, the protective cover (3)
must be removed and then lock piece should be removed to remove the connection plate. After removing
Control Valve Fixing Nut (3), the push rod, ball housing and ball can be removed.
CRI 2.1 type Valve Mechanism
This different design Valve Mechanism does not have any lock piece because the connection plate and push
rod is combined into one single push piece (1) and once the solenoid is removed, it is freely taken out off the
assembly. Likewise the guide housing for push piece (2) is removed freely after push piece is taken out.
Disassembling Nozzle and Checking for Repair

Use Maktest Injector Clamp (KO1495) to remove the Nozzle Holder.
Remove the Nozzle,

Be careful not to drop any small components.

Piston Type Spacer
Remove the injector from the injector clamp, and make sure not to drop any pieces. Put all the components
in a clean pan together with the injector.
1.
2.
3.
4.
Pins
Piston type spacer
Spring
Shim
Make sure that all components from the same injector is put into the same pan. Do not mix the parts from
different injectors.
Spacer in a Guide Type

Remove the injector from the injector clamp, and make sure not to drop any pieces. Put all the components
in a clean pan together with the injector.
1.
2.
3.
4.
5.
Pins
Spacer
Guide
Spring
Shim
Make sure that all components from the same injector is put into the same pan. Do not mix the parts from
different injectors.
Checking For Repair
Check the injector body for corrosion. The nozzle holder should be screwed onto corrosion free threads.
The surface should be free of cracks, dents and scratches (1). The injector bodies shown on the right cannot
be repaired.
Dissembling the Solenoid and the Valve Group

Mark the cable connection position with respect to the high pressure inlet using a
permanent marker to be able to assemble the solenoid in the same position.
Otherwise there may be connection problems when mounting the injector on the
engine.
Use torque wrench to loosen the nut that mounts the solenoid on the injector body,
The loosening torque should be less than 50 Nm.
If the loosening torque is higher than 50 Nm, it is a sign of mistreatment before arriving for repair.
Remove the nut completely, but the solenoid group is still tight because of the o-ring. Do not force to pull
the solenoid sideways to remove it. Instead mount the nut back on the injector body and turn it just enough
to grip the injector. Slightly turn and pull the solenoid group upwards until it is released.
Remove the spring (2) and the shim (1). Shim may be stuck in the solenoid hole.
Make sure these items are not mixed with nozzle spring and shim.
10

Use tweezers to remove the sealing o-ring off the solenoid group.
The Washer (1) usually sticks to the solenoid and is removed off the assembly. If not please remove it using a
tweezers from inside the injector body (above left figure).
See below the magnet plate (1) is assembled with a lock piece on the valve mechanism. Magnet plate is the
plate actually pulled by the solenoid to release the metal ball on the control valve. Magnet plate is
supported with a spring.
Push the magnet plate down and remove the lock nut. Hold the magnet plate firmly to control the spring
underneath and lightly release the spring and remove magnet plate and the spring.
11

Use a torque wrench to remove the control valve nut.
The loosening torque must be lower than 120 Nm. Any higher force needed to release the nut is a sign of
mistreatment before arriving to repair.
Remove the nut, and take the rest of the valve mechanism out be careful not to drop the metal ball (4) and
the ball holder (3), that may stick to the push pin (1). The stroke adjustment washer (2) may also stick to the
push pin.
Use Maktest Valve (KO1376) puller to remove the valve easily. Make sure to set the puller on top position
before placing the puller inside the injector body to grip the valve. Turn the nut clockwise to clamp on the
control valve. Pull firmly VERTICAL to remove the control valve out of the injector body.
12

Do not try to pull by turning or sideways, as the injector body may be damaged to
cause leaking.
Be careful that the pin may come out together with the control valve.
Remove the high pressure seal (1) and its support ring (2) from the injector body.
13
Dissembling the Solenoid and the Valve Group CRI 2.1 Type (BMW
applications)
Mark the cable connection position with respect to the high pressure inlet using a
permanent marker to be able to assemble the solenoid in the same position.
Otherwise there may be connection problems when mounting the injector on the
engine.
Remove the solenoid group according to the instructions on Dissembling the Solenoid and the Valve Group
on page 10.
Remove the valve pin (1) from the valve mechanism.

Remove the adjustment shim (3) and then the pin guide (2) from the injector body.
Use tweezers to remove the metal ball holder and its holder.
14
Use a torque wrench to remove the control valve nut.

The loosening torque must be lower than 120 Nm. Any higher force needed to release the nut is a sign of
mistreatment before arriving to repair.
Use Maktest Valve (KO1376) puller to remove the valve easily. Make sure to set the puller on top position
before placing the puller inside the injector body to grip the valve.
15

Turn the nut clockwise to clamp on the control valve. Pull firmly VERTICAL to remove the control valve out of
the injector body.
Do not try to pull by turning or sideways, as the injector body may be damaged to
cause leaking.
Be careful that the pin may come out together with the control valve.
Remove the high pressure seal (1) and its support ring (2) from the injector body.
Dissembling the High Pressure Inlet Nipple

Use a torque wrench to remove the inlet nipple.
Loosening torque for inlet nipples with micro fiber inserts should be less than 150 Nm.
Loosening torque for all other types of inlet nipples should be less than 120 Nm.
Checking Components for Repair
16

High Pressure inlet connection threads should be damage and corrosion free; otherwise there is a high risk
of leaking (1).
High pressure nipple mounting surface should also be damage and corrosion free.
The solenoid body should be damage free and not heavily scratched. Example in picture (1) shows heavily
scratched solenoid valve. Picture 2 shows the light damage that does not have any impact on its
performance.
The connector socket should be damage free. Injector cable must be able to stay connected on the injector
when it is mounted on the engine. Example (1) cannot be assembled on the engine.
17
The Solenoid fixing nut should not be damaged such that prevents to tighten the solenoid on the injector
body. Example (1) cannot be assembled on the injector body.
Solenoid coil should not be damaged. Example (1) shows a damaged solenoid coil.
O-ring channel should be scratch free for complete sealing. Example (1) shows a scratched o-ring channel.
18
Damages on control valve ball seat causes high return and operation failures of common rail injector.
Check the valve seat using a magnifier. The valve seat should be damage and scratch free for a normal
operation. In any doubt change the valve.
Example (4) shows a heavy damage on the valve seat. Example (3) shows also a heavy damage on the valve
seat that causes high return. Example (2) has minor damage that does not affect the performance of the
injector, yet change of the valve is recommended to avoid failures in the near future. Example (1) shows a
new valve seat.
19
Assembling CRI Injectors

Assembling the Valve Seal
Use the KO1509 High Pressure Seal Assembly Tool to mount the high pressure seal into the injector.
(1) Push arm
(2) Lock
(3) Hub
Release the both locks and turn the pull arm back as much as possible. Unscrew the knob on the push
arm as much as possible.
Place the dummy seal (1) on the push arm end (2)
Mount the hub on the injector, keeping the arm out of the injector. Screw the hub as much as possible
and even tighten it with your hand without using any tools.
21
Push the arm (1) inside the injector.
Fix the arm position by tightening the lock screw (3).

Turn the arm knob (1) until it touches the hub and cannot turn more.
Fix the knob lock screw (2) too. The hub (4) and the push arm (1) should look like as in the picture above
after setting the position of the seal on the tool.
Unscrew the hub from the injector body. Remove the dummy seal and put the new seal on the tool.
22
The seal (2) and the support ring (1) should look like as shown on the above picture. Make sure to place
the support ring the cavity on the ring should face the seal to be able to support the seal.
Screw the hub in the injector body as much as possible and tighten it with your hand. Do not use any
tools to tighten it.
Push the arm into the injector body and feel the seal is placed in the injector body. Pull the arm back and
unscrew the hub. The seal is placed to its housing inside the injector body.
23
Assembling the Control Valve
Place the valve (1) and the pin (2) in to the injector (3) as shown on the above picture.
Use KO1510 control valve assembly tool to push the valve into the seal until it rests on its seat.
Screw the hub (2) as much as possible. Turn the push arm (1) slowly to allow the control valve to
slide into the seal.
24
Assembling Valve Group of CRI 1.0, 2.0 and 2.2
Drop the ball (1) to its seat then place the ball holder on top of the ball.
Place the adjustment shim (1).
Place the push pin (1) on top of the adjustment shim and the ball holder.
25
Place the control valve fixing nut (1) in the injector. Make sure that the flat surface is facing the
control valve. Screw the nut in and use KO1377 Valve Fixing Nut Wrench to tighten it. Use torque
wrench for final tightening.
Use below values for tightening fixing nuts in CR injectors type CRI 1, CRI 2.0 and CRI 2.1.
Initial tightening: 38 Nm.
Release angle must be larger than 30. If it releases earlier, change the fixing nut.
Fixing: 5 Nm (hand tight).
Final tightening: 65 Nm (must be reached between 15 to 21)
Use below values for tightening fixing nuts in CR injectors type CRI 2.2
Release angle must be larger than 35. If it releases earlier, change the fixing nut.
Place the washer (1).
26
Daimler Chrysler Engine Applications Suspension Ring Assembly
Bosch has developed a suspension ring with an extra spring for Daimler Chrysler. First place the
spring (1) and then freely place the suspension ring on the spring (2).
Place the spring for the magnet plate over the push pin (1).
Place the Magnet Plate over the push pin, on top of the spring. Push the magnet plate with your
hand and place the lock piece to its slot.
Measuring and Setting the Magnet Plate Lift

Before assembling the solenoid group, make sure that the magnet plate lift is set to the original value to be
able to obtain the right delivery amount.
Assemble the KO1381 Valve Lift Measurement Tool on the injector body as shown in the picture.
27
Mount the Dial Gauge with the long extension and reset it to zero.
28

Press the Dial Gauge to read the maximum allowed movement of the magnet plate.
Compare the value read with the original.

Change the adjustment shim (2) shown below to set the lift to correct setting.
29

Measuring and Setting the Distance between Solenoid and Magnet Plate
The distance should be set to 0.04 to 0.06 mm.
Measure the Solenoid depth using KO1516. Use the tool as shown in the figure. Make sure to zero the dial
gauge on an even surface to obtain maximum accuracy.
30

Measure the Magnet Plate depth using the KO1516. Use the tool as shown in the picture. Make sure to zero
the dial gauge on an even surface to obtain maximum accuracy.
Deduct the height of the Magnet Plate from the Solenoid Depth to calculate the distance between solenoid
and the magnet plate.
Change the shim (2) to set it between 0.04 and 0.06 mm.
31
Assembling the Solenoid Group
Place the solenoid spring, adjustment shim into the hole on the solenoid body.
Place the spring,
Put some lubricant to the threads of solenoid nut and injector body.
33

Place the solenoid vertically on the injector body and apply vertical force downwards while turning
the solenoid slightly right and left. Do not try to turn the solenoid complete 360 degrees.
Pay attention to the position of high pressure inlet with respect to the cable connection to avoid any
mounting problems to the engine.
Apply below procedures for tightening the solenoid:
Release angle must be larger than 30. If it releases earlier, change the solenoid nut.
Assembling the CRI 2.2 type Solenoid and Valve Group (BMW Applications)
Assemble the control valve seal and control valve and pin as per above instructions.
Place the fixing nut (2) and tighten it with your hand as much as possible.
Use below values for tightening fixing nuts in CR injectors type CRI 2.2
34
Place the metal ball on the control valve.
Place the valve pin guide (1) freely on the fixing nut.
35
Place the adjustment shim (1) for the Valve Pin.
Place the Valve pin (1) into its guide.
36

Place the solenoid spring, adjustment shim into the hole on the solenoid body.
Place the spring,
Put some lubricant to the threads of solenoid nut and injector body.
Place the solenoid vertically on the injector body and apply vertical force downwards while turning
the solenoid slightly right and left. Do not try to turn the solenoid complete 360 degrees.
Pay attention to the position of high pressure inlet with respect to the cable connection to avoid any
mounting problems to the engine.
Apply below procedures for tightening the solenoid:
37
Assembling the Nozzle

Assemble the parts as per the type of the injector following the procedures described below:
Piston Type Spacer
Place the injector spring adjustment shim (4) into the injector body.
Put the injector spring (3).
Place the piston type spacer (2).
Measuring and Setting the Nozzle Lift of Injectors with Piston Type Spacers
Assemble the KO1378 nozzle lift adjustment tool on the injector body. Make sure
that the main hub is screwed completely down onto the flat end of the injector body.
Assemble the Dial Gauge and reset it to zero.
38
Screw the push pin down by turning the knob on the tool until it is blocked. Read the
lift. Compare it with the original value.
Change the piston type spacer if needed.

Place the pins and assemble the nozzle and the nozzle holder on the pins.
39

Use clamp to fix the nozzle on the pins.
Tighten the nozzle as per the procedure described below:

Tightening Torque Values for Injectors with Flat End
For Nozzle Holder 15 mm x 0,5

Initial tightening: 58-62 Nm.
Release 120.
Final tightening: 33 50 Nm to be reached between 63 and 69
Release 120.
Final tightening: 36 - 54 Nm to be reached between 43 and 49
40

Tightening Torque Values for Injectors with Maltese Cross End

Release 120.
Release 120.
Tightening Torque Values for Injectors with Butterfly End

Initial tightening: 36 - 44 Nm.
Release 120.
Release 120.
41

Guided Shim Type Spacer
Place the injector spring adjustment shim (5) into the injector body.
Put the injector spring (4).
Place the Guide for the Shim (3).
Place the shim inside the guide (2).
Measuring and Setting the Nozzle Lift
Mount Dial Gauge on the KO1379 nozzle lift measurement tool. Use thin end
extension, see picture.
Reset the Dial Gauge to zero on the flat surface of the KO1495 Injector Clamp.
42
Place the pins on the injector body.
Locate the tool on the pins and make sure that thin extension is placed into the
guide and sitting on the shim.
43

Measure the value as a drop below the zero level and compare it with the original
value.
Change the shim if needed.
Assemble the nozzle and the nozzle holder on the pins.
44

Use clamp to fix the nozzle on the pins.
Tighten the nozzle as per the procedure described below:

Tightening Torque Values for Injectors with Flat End

Release 120.
Release 120.
45

Tightening Torque Values for Injectors with Maltese Cross End

Release 120.
Release 120.
Tightening Torque Values for Injectors with Butterfly End

Release 120.
Release 120.
Final tightening: 35 - 53 Nm to be reached between 41 and 47.
46
Testing the Injectors and Interpreting the Results

Below test should be done after assembling the injector as per instructions above, and making sure that the
dimensions in assembly has been adjusted according to the specifications of the injector.
Standard test consist of 6 steps:
1. Warm-up, injector is run at this stage for a certain amount of time, depending on the delivery of the
injector. Higher the delivery makes the injector warm up time shorter.
2. Leak test, injector is exposed to high pressure without the sending any signals to run the injector.
This is for testing the leakage from
a. Seal,
b. Control valve and piston surface
c. Control valve ball seat surface.
d. General assembly of the injector
Return test oil amount is measured and compared with the target values. If the result is higher than
specified target limits, the test should be stopped and there is no need to test the remaining steps.
3. High Pressure Delivery Test is for determining the condition of the nozzle. The amount being
delivered may be less. This means that the nozzle holes have been narrowed due to wear out. The
delivery may be higher, presenting a sign of wear out in ball seat, causing extensive injection time.
This should also be compared with the return value, as this case will increase the return test oil
amount too. The delivery may be acceptable but if the return is higher, there is a high possibility of
high test oil return from the nozzle (provided that the leak test was acceptable).
4. Low Pressure Delivery Test is for determining the nozzle condition at low pressure. The amount is
expected to be lower than if the nozzle holes are narrowed. If the delivery is higher than the limits,
the nozzle seat is worn out and leaking even after the injection is ended.
5. Spray test with high pressure is for determining the spray pattern and angles.
6. Spray test at low pressure is for determining the leaking at low pressure, in case the nozzle needle is
not sealing off the test oil after the injection is ended. Visual check is necessary to determine this
factor and stop the knocking sound at idling.
47
Fine Tuning the Delivery of Common Rail Injector

If the injector is slightly off the limits, it can be adjusted to fit into the limits. This is often needed when using
different brand spare parts and nozzles.
Which part has what affect on the deliveries?

Ball Lift
Ball lift must be adjusted when assembling the injector. Mechanical
dimension check is usually enough to make sure that the ball lift is
regulating the pre-injection correctly.
Change the thickness of the shim (1) shown in the figure to adjust
the ball lift.
As the setting of ball lift is possible with measurement only, the pre
injection test is not necessary on the test bench. However a preinjection delivery test can be generated. Please refer to section
creating your own test plans.
Higher the Ball Lift setting is higher the pre injection
delivery.
Distance between the Solenoid and the Magnet Plate
Distance between the solenoid and the magnet plate is the first
setting for all delivery levels at all pressures. The induction power
on the magnet plate affects the response behavior of the injector
to the signal. If this distance is too close it damages the solenoid, if
this distance is too far, the delivery levels are low and target levels
cannot be met. This distance should be adjusted to 0,04 0,06 mm
to able to have a most effective performance. This distance also
changes the current that the solenoid withdraws from the ECU.
Therefore if this distance is set too far, the current to pull the
magnet plate will be higher and will cause the ECU to generate fault
after a while.
Adjust the distance with changing the thickness of the washer (2) shown in the figure to adjust the distance.
Higher the distance is lower the delivery at especially middle pressure levels.
Thickness of the Solenoid Shim
Solenoid shim thickness changes the load for the solenoid to overcome at the start of the injection. The
thinner shim causes the injector to open fast and close slow, increasing the deliveries at all pressure levels.
Thicker shim is causing the solenoid to act late but close fast, and reduces the delivery at all pressure levels.
Like all other settings, thickness of this shim can be changed within some certain limits, and outside of these
limits causes the injector behave unpredictable.
49

Adjust the load on the spring using the special simulator designed for testing the load on the solenoid, only
after setting the distance and the ball lift correctly. Change the thickness of the shim (3) shown in the figure
to adjust the load to the correct setting.
Thicker the solenoid shim is lower the delivery at all pressure levels.
Nozzle Lift
Nozzle lift is controlled by either the piston spacer thickness or the spacer shim in the guide. If we increase
the nozzle lift, we increase the delivery at high pressure levels only. Changing this shim has little affect on
other pressure levels.
Thicker the spacer shim lower the delivery a high pressure levels.
Thickness of the Nozzle Spring Shim
Nozzle Spring has an important affect on idle delivery. The thicker the shim lowers the idle delivery. However
the thicker shim increases the start of injection pressure. 200 bar spray test are crucial to determine if the
thickness of this shim results in stopping fuel delivery at low pressure. Amount of injection is not important
but, injection should be visible at 200 bars spray test.
Do not try to repair a leaking injector with increasing the thickness of the nozzle spring shim. This will
certainly cause the injector to change delivery behavior at different pressure levels.
Thinner the Nozzle Spring Shim is Higher the Idle Delivery
Results on Delivery
Parameter
Ball Lift
Distance between
Solenoid and
Magnet Plate
Solenoid Shim
Nozzle Lift
Nozzle Spring
Shim
50
Return
High Pressure
Middle Pressure
Pre-Injection
Idle
increase
+++
NO
decrease
---
NO
increase
---
NO
decrease
+++
NO
increase
--
--
--
--
decrease
++
++
++
++
increase
+++
NO
NO
NO
NO
decrease
---
NO
NO
NO
NO
increase
---
NO
decrease
+++
NO

Bosch CRI Repair Instructions Maktest PDF

Transféré par

Informations du document

Description originale:

Titre original

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

Bosch CRI Repair Instructions Maktest PDF

Transféré par

Droits d'auteur :

Formats disponibles

MAKTEST, INC.

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Identification of CRI types and their Differences

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Disassembling Nozzle and Checking for Repair

Remove the Nozzle,

Bosch CRI Repair Instructions

Spacer in a Guide Type

Bosch CRI Repair Instructions

Checking For Repair

Bosch CRI Repair Instructions

Dissembling the Solenoid and the Valve Group

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Remove the valve pin (1) from the valve mechanism.

Bosch CRI Repair Instructions

Use a torque wrench to remove the control valve nut.

Bosch CRI Repair Instructions

Dissembling the High Pressure Inlet Nipple

Checking Components for Repair

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Assembling CRI Injectors

Bosch CRI Repair Instructions

Push the arm (1) inside the injector.

Fix the arm position by tightening the lock screw (3).

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Assembling the Control Valve

Bosch CRI Repair Instructions

Assembling Valve Group of CRI 1.0, 2.0 and 2.2

Place the adjustment shim (1).

Bosch CRI Repair Instructions

Place the washer (1).

Bosch CRI Repair Instructions

Daimler Chrysler Engine Applications Suspension Ring Assembly

Measuring and Setting the Magnet Plate Lift

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Compare the value read with the original.

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Assembling the Solenoid Group

Place the spring,

Bosch CRI Repair Instructions

Bosch CRI Repair Instructions

Place the metal ball on the control valve.

Bosch CRI Repair Instructions

Place the adjustment shim (1) for the Valve Pin.

Place the Valve pin (1) into its guide.

Bosch CRI Repair Instructions

Place the spring,

Bosch CRI Repair Instructions