In the work of special equipment, as well as heavy trucks, as in any passenger car, sooner or later there are problems associated with the functioning of the engine and other auxiliary elements. In particular, this article will focus on the restoration of the pump injector. Buying new nozzles today is not a problem, they can be ordered at spbparts or at any other store. But if there is no desire to spend money, you can always try to restore the performance of failed elements.
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Injector adjustment
The procedure for adjusting NF on tdi engines and similar units is as follows:
- The valve cover is removed first.
- The crankshaft must be turned until the camshaft presses one NF. In this case, the rocker rises up.
- Then the fixing nut should be unscrewed a little, a few turns.
- The adjustment bolt is turned all the way until it rests and presses the NF.
- Next, the adjusting bolt should be turned 180 degrees counterclockwise, thus reducing the pressure on the NF.
- After that, while holding the bolt, tighten the fixing nut. Now it remains only to turn the crankshaft until the camshaft presses on the NF (the author of the video instruction on the step-by-step adjustment of pump injectors in a Volkswagen car is the BIGMAN-garage channel).
How to restore NF?
We note right away that the procedure for restoring these parts is possible only at a special stand.
Therefore, as a rule, car owners seek help from specialized service stations:
- First, we perform diagnostics; for this, the dismantled NF should be tested on the stand. A new spray element is mounted on the device, and then the stand checks the operation of the NF in different modes. In the event that with a new atomizing element, the NF “underfills” about 10% of fuel, but no more, this indicates that the problem can be solved by replacing the component.
- If the “underfilling” is more than 10%, this indicates a large wear of the valve, that is, it is necessary to carry out a major overhaul of the NF. In this case, the sleeve should be ground to the required repair size. As a rule, the diameter must be increased by 50 microns, this will get rid of the development.
- The valve itself should be coated with chrome, and then polished to the dimensions established by the standard.
- The bushings should also be ground, the same applies to the plunger. However, this part does not need to be coated with chromium - titanium nitrite is applied to it, for this the vacuum deposition method is used.
- If necessary, the valve itself can also be treated with nitrite.
Photo gallery "Disassembly and repair of the NF"
Many experts believe that flushing does not help, and it is recommended not to spend money, and if a problem occurs, contact diesel services.
Why repair?
Why repair?
Prices for the restoration of injectors and repair pump injectors
In cases of failure of engine spare parts at official services, they are almost forced to buy new ones. But the best option would be the restoration and repair of diesel unit injectors, so a significant benefit is achieved. When repairing in a specialized service with original Bosch equipment, injector recovery diesel to factory settings. The resource of such spare parts reaches 80% of new ones. And in the presence of warranty and post-warranty support, the owner receives qualified recommendations in the event of a repeated breakdown. Restoration and repair of pump injectors in specialized services takes one or two, or even half a day. And finding a complete set of new parts that fit the engine can be problematic, or you have to wait several weeks for delivery from Europe.
Cost of restoration and repair of injectors and injector pump
It is quite expected that the prices for the restoration of unit injectors differ in different car services, but you should not lead to the lowest possible price. The lower the price of services in the service, the more likely it is that you will earn money by increasing the cost of work based on the results of diagnostics. For example: "for complexity", or by adding the necessary spare parts at inflated prices. Therefore, when choosing a service for the repair of unit injectors, the price is also an indicator of quality - it should not be suspiciously low and should be fixed. Whatever condition your part is in, the stated repair cost should not increase.
Repair of pump injectors in our service
We suggest you repair the parts in our service. Our workshop is equipped with professional equipment from Europe, including original Bosch stands. Many years of experience allows our mechanics to perform the work not only quickly and on time, but also to restore parts that are considered unrepairable. If it is necessary to replace valves, nozzles, seals and other parts, we use original Bosch spare parts, while the cost of injector restoration does not change and remains strictly fixed. The cost of repairing pump injectors depends only on their number - a significant discount is provided when repairing the kit. All repaired spare parts are provided with an official guarantee of six months and test plans of the work carried out are issued. After the expiration of the warranty period - we carry out free diagnostics of the parts restored by us.
Helpful information.
Zhirov Evgeny Alexandrovich
Deputy Director for Development
Automodern LLC
The article popularly talks about the main malfunctions of electronic pump-injectors installed on energy-saturated general-purpose diesel engines, the reasons for their occurrence and the currently existing solutions if it is necessary to repair the fuel system of engines of trucks, buses and special equipment equipped with these units. The article explains in detail the various aspects of this or that choice.
PUMP - NOZZLES: FAULTS AND REPAIRS.
I’ll start, perhaps somewhat unusually, with an allegory question: answer yourself, if one or more transmission units of your car fail, you are ready to leave the car for a service company free of charge and buy from it the same new one (or repaired in Europe, but at the price of a new )? If so, don't waste your time, this article is not for you.
Increasing the profitability of the enterprise is one of the main tasks of the management. And I will not discover America if I express the idea that this problem can be basically solved in 2 ways: by increasing the income part or by reducing the so-called costs (that is, by reducing costs). And if the current or planned state of the market to a large extent affects the incoming part, then a reasonable reduction in costs depends entirely on the knowledge and professionalism of the enterprise's personnel.
The purpose of writing this article is to familiarize a wide range of interested persons who operate heavy vehicles of the brands Volvo, Scania, DAF, Iveco, Mercedes, Hyundai, Renault, the fuel system of which includes electronic pump-injectors, as well as special construction equipment, passenger transport with engines "Caterpillar", Perkins, whose fuel system has electronic hydraulically driven pump-injectors, with the current options for choosing the best solution for problems with these components.
FROM THE HISTORY OF PUMP INJECTORS.
In the 80s of the last century, it became clear that further improvement of the characteristics of the fuel equipment of diesel engines by controlling their work mechanically becomes extremely problematic and leads designers to a dead end. The urgent requirements of the time: an increase in specific power, an increase in injection pressure and an improvement in mixture formation, the compactness of the equipment itself, the introduction of environmental standards, as well as the rapid development of electronics contributed to the creation of individual pump injectors and pump sections for each cylinder of a diesel engine with an electronics unit that controls the operation of this product . To understand what path the fuel equipment has taken over the years, it is enough to compare the main external characteristics of the fuel system, for example, the YaMZ 236 engine (injector injection pump), which appeared in the 60s of the last century: 1 injection per operating cycle, injection pressure 150 bar, fuel consumption 28 l / 100 km with an engine power of 180 hp and the fuel system of a modern diesel engine (using pump injectors): up to 4 injections per working cycle with a peak injection pressure of up to 2,500 bar, fuel consumption of about 30 l / 100 km at powers of 400-480 hp. That is, the specific power has increased by almost 2 times, and the emission standards of harmful substances have been reduced tenfold.
The pump-injector, which includes a high-pressure pump, an injector, a power drive and a metering valve assembly in one housing, has the advantages of reducing the duration of the high-pressure fuel route, increasing hydraulic efficiency, and reducing its own weight. It has an increased injection pressure of up to 2500 bar in the latest generation of unit injectors. Instantly responds to commands from the engine control unit, which collects and analyzes current information taken from external sensors to determine the required quantitative and temporal characteristics of fuel injection. This makes it possible to obtain optimal power values precisely at a given operating mode, significantly save fuel, ensure minimal emissions into the atmosphere, and reduce the noise level of the engine. The pump-injector is more compact, it provides additional free space in the engine head for installing other parts of the internal combustion engine and is able to ensure the operation of the internal combustion engine in accordance with Euro V environmental requirements.
We consider the most common types of pump injectors in the territory of the Russian Federation and the CIS countries: these are directly “pump injectors” / (EUI according to the European classification) and “pump sections” / (EUP according to the European classification), The only fundamental difference between EUI and EUP is that that the pressure on the pump sections is provided by a pump that is separate from the nozzle and is driven by a timing camshaft located either in the block or in the cylinder head.
Briefly, the principle of operation of EUI and EUP is as follows. The control solenoid valve closes by receiving an electrical impulse. The plunger creates pressure and fuel is injected through the atomizer into the combustion chamber of the internal combustion engine. Further, everything is according to the laws of the conventional diesel internal combustion engine genre: ignition of the fuel mixture, which, according to the laws of thermodynamics, does a certain amount of work to move the piston, and, through a reciprocating mechanism, transfers the working moment to the internal combustion engine crankshaft. Everything seems to be simple and familiar to the point of soreness.
- the control solenoid receives a command - an electrical impulse from the electronic engine control unit - to move the valve. There is a closing of the working chamber with cutting off the fuel from the line
- plunger creates pressure for fuel injection
- injection occurs through a sprayer that creates a "fuel cloud"
It turns out that the main mechanisms that are subjected to the greatest loads and are subject to the most frequent failure are: the valve assembly, which actually controls the fuel injection process in these systems, and the atomizer that directly injects and sprays appropriately for this cylinder.
CLASSIFICATION OF FAULTS
Unfortunately, some car owners with these fuel injection systems have encountered and continue to encounter problems that can be systematized into the following main groups: inability to start or difficulty starting the engine / excessive fuel consumption / uneven engine operation / loss of power / increased exhaust smoke. All this indicates violations in the work of the EUI or EUP sections. You can classify several of the most common causes of violations of the correct operation.
For a better understanding, we can say that the pump-injectors that make up the mechanical part of the control are distant relatives of the parts of the gas distribution mechanism operating in the head of the internal combustion engine block with the fundamental difference that in our case, instead of the air mixture, the working fluid is diesel fuel with its strictly defined physical properties and under pressure ten times higher.
Thus:
In the last (most rare failure) place: failure of the plunger associated with mechanical damage, destruction of the spring and housing of the pump-injector. There is no need to comment here.
This is followed by malfunctions of the electromagnetic part of the control. The failure of the specified unit leads to inadequate operation of the pump-injector in a certain mode of engine operation and up to a complete failure of operation. However, due to the reliability of the elements of this part, such breakdowns, provided that the carrier complies with the manufacturer's requirements for the fuel used, are quite rare.
The next place after the failure of the atomizer. Violations in the spray part affect the smoke of the internal combustion engine, a significant increase in fuel consumption and deterioration of environmental performance. Problems with the atomizer, in most cases, do not affect the reduction in engine power characteristics and its replacement does not present a great technical difficulty.
The most common (main) reason for the failure of the EUI and EUP sections is the destruction of the valve assembly, its mechanical damage. I would like to dwell on this reason in more detail. Since the valve cuts off the fuel by closing, a rather large load is created on the valve seat and the cutting edge of the valve disc. I must say that this mechanism is very reliable when using high-quality fuel (we met cars with a mileage of 1.5 million km and with relatives, i.e. installed at the factory, pump injectors). The accuracy of manufacturing parts of this mechanism reaches 0.25 micron with gaps of precision units of 1.5-2 micron. To represent this value, it is enough to say that the thickness of a human hair is about 50 microns.
What is the cause of damage to the valve assembly? Of course, the greater accuracy of modern products of fuel equipment requires the appropriate quality of the consumed fuel. This applies both to the purity of the fuel supplied to the unit injector and to its quality component. What is meant by this? Mechanical impurities present in the fuel must have a size of no more than 5 microns and their amount cannot exceed a certain level, otherwise these particles damage the valve assembly with a violation of its tightness, or foreign particles begin to "grow" on the valve assembly and it again loses its tightness . The result is a significant excessive consumption of fuel when the power characteristics of the engine fall.
The notches on the valve, discovered during the troubleshooting of the unit injector, are the reason for the failure of the unit.
Consequence of ingress of fuel with mechanical impurities.
Since temperatures in our country are negative for some part of the year, we are faced with the problem of violation of technological discipline when using fuel at low temperatures. Unfortunately, carriers have contacted us more than once with problems with fuel equipment, in which there was fuel in the fuel tank with a pungent smell of gasoline, acetone and even hydrogen sulfide. What was added to such fuel, in what quantity - one can only guess. But it is necessary to understand that the geometry of the valve assembly, the assembly itself, was designed and manufactured taking into account the physicochemical properties of diesel fuel, its lubricating characteristics and the ability to form a film. The shape of the valve is calculated and is ideal for cutting off diesel fuel under high pressure with its physical characteristics. Suffice it to say that the solvent "dries" the valve assembly, the presence of gasoline gives the fuel boiling (airing); the presence in the fuel of various additives in excess of the permissible norm, as well as those prohibited for use, is indicated by the formation of a light coating on the working surfaces of the valve assembly, which also leads to mechanical damage and failure of the product. We have not studied the physicochemical processes in which the indicated plaque is formed. It remains only to assume that under the influence of pressure and temperature, crystallization and precipitation of certain substances occur. It is unnecessary to talk about the formation of tarry deposits, the effect of water. This is known to every novice carrier. However, this does not mean fewer requests. Statistics show that in almost 100% of cases, when replacing a valve assembly, a nozzle needs to be replaced.
ONCE AGAIN ABOUT OPERATING CONDITIONS.
The fuel systems of modern diesel engines are quite reliable. Suffice it to say that at this point in time, manufacturers produce pump-injectors designed for the entire life of the internal combustion engine (resource from 700,000 to one and a half million kilometers). But, like any technique, these products require an appropriate attitude, strict adherence to the manufacturer's requirements. Above we have already talked about the requirements for fuel. All other requirements are compliance with the technical conditions to ensure the supply of clean and high-quality fuel to the pump injectors on the vehicle itself. Let's start from the beginning: it is not allowed to use self-made (handicraft-welded) steel fuel tanks due to the occurrence of corrosion and the ingress of corrosion products into the pump nozzles. It is obligatory to use fuel separators, for our conditions - preferably with heating, which significantly improves the physical characteristics of the separation. High-quality separators trap solid fractions up to 10-15 microns in size, ensure proper operation of the fine fuel filter (significantly reduce the flow of solid fractions at low fuel pressure), and save the low pressure pump. Be sure to use original (or, in extreme cases, high-quality and trustworthy) fine fuel filters. It must be remembered that proper filtration of 2-4 microns is possible only with the use of a high-quality filter and prepared fuel with a mass fraction of solid fractions not exceeding the limit values. Replacement of fuel filters under operating conditions in Russia, CIS countries should be carried out more often than the period recommended by the manufacturer. There are cases when the cause of the failure of the pump-injector was the detached filter elements of the fine filter. Thus, the use of fuel of proper quality and competent care of the elements of the fuel system is the key to long and reliable operation of a diesel engine. And, if refueling with high-quality fuel is a kind of roulette in our conditions, then maintenance of the fuel system elements is completely in the hands of the carrier.
WHERE TO APPLY? PART ONE: OFFICIAL.
Repair the pump - nozzles or buy new ones - that is the question to which we will try to give an objective answer in this article.
What happened happened, and when the operation of the pump-injectors deteriorates or they fail, the owner of the vehicle faces a dilemma: what to do, that is, where to turn? Some time ago, the choice was limited to installing new pump-injectors, as a rule, at a company service. This path has its positive sides, but it has one significant disadvantage: the price. And this price - by the way - consists of many related details. Regardless of what kind of malfunction the pump-injector has, the official service does not have the authority to repair it, that is, the “removed / installed / configured” functions are assigned to it. In this case, regardless of the cause of the malfunction, you pay for the entire unit as a whole. For example, a sprayer is out of order, at a price of only a seventh to a tenth of the total cost of a pump-injector, and weighing 20 grams - kindly pay seven to ten times for the entire product, add VAT and customs payments to that, what, in principle, you didn’t need, the transport component (how many of the same sprayers will go into the box from under the pump - nozzles weighing 1.5-2 kg? Believe me, it’s enough for not one, not three, or even five sets for five cars). Yes, of course, the Client additionally receives an already tuned product, taken out of a beautiful branded packaging, as well as a guarantee, which is supported by a wide network of authorized stations (Carriers are increasingly faced with the fact that, in the case of determining the use of low-quality fuel, - injectors warranty void.And rightly so). But isn't the price too high? If there is no alternative, no. Are there other ways?
WHERE TO APPLY? PART TWO: ABROAD WILL HELP US.
Of course, there have been attempts to create an alternative to this path. And the first is the banal purchase of new, more precisely, restored (since new products are practically not supplied to the secondary market) pump injectors abroad with further installation in their native Fatherland. The price is already much cheaper, but we are not talking about a guarantee. And if anything, then apply again for distant lands. But I will not prevaricate and note that the quality of the products is quite consistent and the vast majority of such products work at the proper level. You just need to understand where to buy and how to deliver.
WHERE TO APPLY? PART THREE: HANDWORKS.
And, if we do not consider the banal purchase of new / restored pump-injectors abroad, then it was difficult to call the results of attempts to revive the pump-injector otherwise than handicrafts until the recent past. The reasons for this are: the lack of stands for carrying out test operations, the tests themselves, the lack of proper spare parts or the use of low-quality ones, the lack of experienced personnel to set up the equipment and work on it. In the best case, the results of the work were short engine operation (as a rule, the resource rarely reached 10,000 km) or satisfactory engine operation only in some operating modes. Answer yourself, what does a resource of 10,000 km mean for a modern carrier, or is normal operation only in a part of the engine modes, when the car does not develop proper power or there is a significant fuel consumption? This means: significant additional costs, uncertainty and a blow to the reputation of a reliable carrier - that is, everything that helps to become uncompetitive in today's conditions. Does the carrier need it?
WHERE TO APPLY? PART FOUR: CIVILIZATION.
In a favorable period for the owners of heavy vehicles, a period of rapid market development and lack of transport, carriers flocked to an authorized dealer, who would remove the faulty part, replace it with another one (also partially remanufactured, but abroad and delivered in original packaging) and take the proper amount for this. This aspect has already been discussed above. But the crisis is good because it sweeps aside everything superficial and makes it possible for something new to emerge.
By that time, Russia had the largest fleet of used heavy trucks produced in the second half of the 90s - early 2000. Neither Europe nor the USA can compare with such a fleet (well, it is not customary to operate vehicles with such mileage there). And if we consider only the fleet of heavy equipment under the VOLVO brand, then the number of units in our native Fatherland has long surpassed the 50,000 mark. Of these, used, older than 5 years, over 30 thousand trucks go on the roads of Russia. Taking into account the quality of Russian diesel fuel, the need to repair pump-injectors at least once every 400-500 thousand kilometers, by simple calculations we find that only the number of heavy trucks of this brand for repairing pump-injectors is more than 15 units per day. In reality, even more. This park requires maintenance at adequate prices, but of proper quality.
Conventionally, the equipment used in testing and repairing pump injectors can be divided into 2 categories. The first category is the equipment recommended by the pump injector manufacturers themselves, who have the ability to control and take all the necessary parameters, as close as possible to testing the product directly at the manufacturer's factory. Equipment belonging to this category has a high quality of verification and testing, high performance, unification, but has one significant disadvantage: high cost.
The second category is the equipment of manufacturers who do not have recommendations from the manufacturer of the pump - injectors. Such equipment is much cheaper and is produced by a number of companies in Italy, Greece, and Turkey. Equipment from this group also allows you to test the pump - injectors, but, alas, not with the same quality. De facto, it is not possible to see the same volume of indicators of the tested product on them as on the equipment of the previous category. That is, part of the necessary characteristics of the pump - nozzles will be hidden from the eyes of a specialist. In addition, these stands were not authorized or recommended by the pump-injector manufacturers, which means that they cannot de jure be considered as an official alternative to an authorized service, for example, Volvo.
Currently, over 90% of the pump-injector market is divided by the following manufacturers: Delphi (formerly Lucas), Bosch, Cummins. The first 2 companies are pursuing a policy of developing a network of authorized service centers for testing and repairing pump injectors in various countries of the world. Each manufacturer has its own policy, its successes and shortcomings.
The network of Bosch service centers has been greatly developed. Sometimes in a city with a population of 100-150 thousand people there are 2-3 such services. And this is good. But not many Bosch Diesel Service stations have full equipment for testing and repairing unit injectors. Also, Bosch, unfortunately, does not supply some of the components required for the repair of EUI and EUP. As a result, it is not always possible to get a complete repair of these systems. It is necessary to note one more significant factor: the availability of proper experience and knowledge of the service station employees.
Booth EPS815 by Bosch
At the moment, the only manufacturer of unit injectors for high-energy diesel engines used in trucks and special vehicles, which supports authorized repairs and supply of all necessary components for most unit injectors of its own production, is the Delphi company. This company, in collaboration with the test equipment manufacturer Hartridge, UK, has extensive experience in establishing a network of diesel services in various countries of the world. Recently, the company has been trying to enter the Russian market to create and authorize a network of diesel services that would be able to carry out diagnostics and repair and restore pump injectors at the quality level of a new product, while providing the necessary guarantee and a reasonable price.
Stand AVM2-PC approved by Delphi
Delphi, in cooperation with Hartridge test equipment manufacturers, has developed and offers a program covering the full range of repair and refurbishment of A and E-1 series pump injectors. In the future for this year, the creation of software and the production of components for products of the E-3 series (the so-called "four-pin" pump-injectors). The specified Delphi program includes recommended test equipment, tools, personnel training, diagnostics, test plans, parts lists, the components themselves, which - according to the company's policy, unlike Bosch's policy - should be distributed only among the company's official partners. All of the above creates a rather attractive proposal for restoration, as an alternative to installing new pump injectors for diesel engines: Volvo, Renault, Hyundai, John Deere. According to available data, at the moment in Russia there is only one authorized Delphi service for the refurbishment of pump-injectors, and another application has been accepted by the Delphi representative office for authorization for this type of work.
It seems that the ice has broken, but there are not so many reasons for optimism. Despite the growth in the number of specific services, there are no queues at all for many of them. It seems that the scope of companies providing such services is wide; however, in reality this world is narrow, the quality of work is transmitted by word of mouth by carriers. But the customer wants to be deceived in his expectations only once. As an example, bench testing. When communicating with drivers, I often heard the following from them: “At such and such a service they said:“ you see, everything passes according to the tests. So all is well. But the car is not moving." In other words, the carrier needs the car to work properly. What does he meet the tests for? But no, the masters will persistently say that everything is fine, what questions can there be. The carrier will give up and go to the official service and will again pay for the entire nozzle plus transport plus customs plus brand surcharge (see part one "Official"). And the workshop will wait for the next client, who will never come to them with his second car and advise others to go around half a verst.
Meanwhile, the quality of the restored unit injector may not be inferior to the original due to the use of recommended test equipment, original components, software by knowledgeable personnel, and sometimes even surpass the original due to the possibility of initially setting the restored unit injector to slightly different characteristics of Russian diesel fuel.
Unfortunately, the services that understand the whole process, know the technology, use the proper equipment, and high-quality components, properly perform diagnostics and refurbishment of pump injectors can be counted on the fingers of one hand, and the country is large and the need for such services services is also large (see above). That's what drivers say by word of mouth where fuel systems for heavy equipment can be repaired with high quality and relatively inexpensively.
I am sure that the information provided in the article will be useful to the reader, providing him with an overview of the currently existing opportunities on this issue, because the author of the article is an adherent of the idea that a person should make decisions himself and be responsible for them. And the task of a specialist in any field is to provide the client with the necessary and truthful information.
In the head of the engine block of cars of the VAG group, in particular 1.9TDI PD / 2.0SDI PD / 2.0TDI PD / 2.5TDI PD, the pump-injector seat breaks over time. This leads to airing of the system, resulting in a deterioration in the start of the motor after parking for a long time. Subsequently, the oil level also increases due to the penetration of fuel into the crankcase space. Losing sight of this problem with the lack of repair is fraught with the fact that the power unit is peddling.
The specialists of our Diesel Center carry out Restoration of pump-injector seats Volkswagen without cylinder head removal.
Vehicles with 1.4TDi , 1.6TDi , 1.9TDi , 2.0TDi engines
Details by phone +375 44 797-00-70
The main recommendation for car owners here is to check the degree of wear of wells with the timely replacement of sealing rings. A wear value of 0.15 mm indicates the need for refurbishment of seats, while a value of 0.2 mm or more indicates the inability of the seal rings to provide tightness. At first, we practiced replacing block heads, but this led to the return of more than half of the machines already with fairly worn wells. In addition, the heads themselves often had a condition not only exactly the same, but even worse. Later, our specialists switched to using aluminum bushings to restore the seats (with the removal of the cylinder head). However, the simultaneous wear of both the seat and the housing of the pump-injector led to the fact that the worn part of the latter began to “gnaw out” the material used. The direct restoration of pump-injector wells has shown to be inefficient in terms of costs. Ultimately, we came up with the technology of installing steel bushings without removing the cylinder head. For heavily worn injectors without the possibility of replacement, the option of boring the body to the size for the needs of repair, followed by sleeves with a repair diameter, is offered. The emerging problem of the impossibility of installing a standard nozzle is solved by further boring the seat to the size according to the standard.
For several years now, this technology has been successfully demonstrating its effectiveness in practice. After an appropriate impact, the heads are characterized by stable functioning (including in combination with worn nozzles). So do not immediately change the cylinder head, but rather bring or send the part to us for high-quality and prompt repair.
From March 18, 2017 year, our company provides warranty obligations for the repair of cylinder head wells pump injectors for
720 days!!!
It is important to check the mounting threads of the unit injector (especially when tightening the mounting bolt). The stretching thread is subject to restoration. Without this, the pump-injector will not linger in the seat, the engine will stall, and the oil will mix with the fuel in sufficient quantities to make it necessary to replace it (in addition to other work / costs).
the site is an aggregator of car services. We do not repair cars ourselves, we help you find a service center that will do the job quickly, efficiently and inexpensively. The service "restoration of seats for Volkswagen pump injectors in Moscow" is carried out in several service centers. You just need to send an application to the car service and the masters will make you offers on price and terms. You will not receive any extra calls. You yourself will choose the service in which you want to carry out the repair of your car.
Car services where the service is provided - the restoration of seats for Volkswagen pump injectors, are presented below
Factors affecting the price of the service - restoration of seats for Volkswagen pump injectors in Moscow
The service is available for the following Volkswagen models:
181 Amarok Arteon Beetle Bora Caddy California Caravelle Corrado Derby Eos Fox Golf Golf Country Golf GTI Golf Plus Golf R Golf R32 Golf Sportsvan Iltis Jetta K70 Karmann-Ghia Lupo Lupo GTI Multivan Passat Passat (North America) Passat CC Phaeton Pointer Polo Polo GTI Polo R WRC Routan Santana Scirocco Scirocco R Sharan Taro Teramont Tiguan Touareg Touran Transporter Type 1 Type 2 Type 4 up! Vento XL1 It is well known that the cost of car repairs depends on several aspects. Among them are the following: For example, the price of the service - restoration of seats for Volkswagen pump injectors in Moscow will also depend on factors such as age, make and model of the car. We are confident that car services will compete for your order and offer the best conditions. The centers have a system of discounts for regular customers.
