Plunger member 8 defines a lower, insertion end 12 of the tool. Insertion end 12 consists of an inverted conical section 14 terminating in an impact tip or impact surface Slidably journaled upon shaft 4 are first an expander member 18 and second, a hammer member Hammer 20 and expander 18 are freely movable along shaft 4, independently of each other. Hammer member 20 is a cylindrical, relatively heavy hammer having an exterior hand surface 22 adapted for grasping by one hand so that hammer 20 may be slid or manipulated easily along shaft 4.
At the end of expander 18 closest to hammer 20 is an impact bushing 24 journaled within expander 18 and forming an impact end of expander At an end of expander 18 opposite this impact end 20, expander 18 is divided into a plurality of downward extending fingers Fingers 28 are slightly flexible, in the sense that they have, under sufficient force, the ability to bend with springlike action outward from the center line of expander However, expander 18 is preferably made from a substantially strong steel tube, and only bends under sufficient force.
In use it is important to note that the shape of the typical injector tube 32 is of a step tapered construction reducing to a neck Injector tube 32 is of soft copper so as to provide a gasket effect and has been, by the action of inserting and tightening an injector, deformed into tight sealing contact with engine head In use, the insertion end 12 of the tool is inserted into the injector tube 32, the injector having previously been removed.
The tool is inserted until the impact tip 16 is in direct contact with the neck 34 of the injector tube. A sharp, downward blow of hammer 20 upon impact bushing 24 forces expander 18 down against the inverted conical end 14, flexing fingers 28 outward and forcing tooth surface 30 into the soft copper of the injector tube. The injector tube having previously been forcibly inserted into the engine head 36, this outward expansion does not fasten the injector tube any more firmly into the engine.
The relative hardness of the tooth surface 30 in comparison with the soft copper of the injector tube 32 insures that the tooth surface 30 engages and interlocks with the injector tube. However, engine head 36 is made of a relatively hard steel or iron construction and is thus unaffected by the insertion. Hammer 20 is then grasped, and a sharp, upward blow of hammer 20 against handle end 6 imparts a strong upward thrust on shaft 4.
This upward pull attempts to pull plunger member 8 through expander 18 Expander 18 is fully engaged into the injector tube and cannot further expand over the inverted conical end 14 of plunger 8.
Thus the upward force on plunger 8 drives expander 18 in an outward direction, but maintains expander 18 in a fully expanded state interlocked with the soft copper of the injector tube As a result, the upward force of the second, upward blow of hammer 20 cleanly pulls injector tube 32 free of the engine head.
It is preferable that the toothed surface 30 of the expander 18 be in the form of an interrupted screw thread, as this eases the removal of the injector tube from the expander, once the injector tube has been pulled by the tool. The pulled injector tube can be unscrewed from the expander.
This form of threaded tooth surface is not, however, necessary for the operation of the device and other toothed forms will work easily as well in performing the tube removal. It has further been determined that the device is relatively tolerant of misalignment with the injector tube. There is not a requirement that it be precisely aligned along the axis of the injector tube, and this is an advantage in a hand tool where precision alignment is difficult. In fact, it has been discovered that the tool actually will rock to an extent within the injector tube after the first downward hammer blow and yet still be fully effective in removing the tube during the second upward blow.
This downward-upward impact motion is believed to be unique to this particular tool as is the geometry which positively locks the expander to the tube during the withdrawal stroke. It can thus be seen that the tool is not restricted to the exact embodiment shown but includes that range of equivalents as are claimed. All rights reserved. Login Sign up. Search Expert Search Quick Search.
Diesel injector sleeve remover. United States Patent A tool for removing a Diesel Injector Sleeve from a Diesel engine head is built of a split, threaded expander section within which is mounted at plunger having an angled end. The plunger extends to form a handle upon which slides a weighted hammer section. This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab This amount includes applicable customs duties, taxes, brokerage and other fees.
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So be careful with your engine oil. Solution: So when do you need to repair the turbo? Two scenarios: First is when the play of the turbine inside is already more than 2cm. You will probably need to replace the kits inside etc. Doing so however is still expensive. If in any case however, that the turbine blades are already damaged, you will have to replace the entire turbo. The brand new turbo is extremely expensive. A good alternative is to buy a reconditioned one.
As long as the one who did the reconditioning has a good reputation, then it should be fine instead of reconditioning it by yourself. Pedal and Throttle Sensors - These are also quite overlooked sensors.
In my experience these sensors is not flashing unless you do a paper clip test or have it scanned. The main symptoms is a very poor fuel economy of 4JX1. Solution : Have the sensor checked and cleaned. You can watched some Youtube videos on how you can calibrate or repair these sensors. Or have someone who knows what he is doing to check that. If problem persists, replace the sensors. This sensor is located in the Oil Rail, just inline with the head of the injectors. The symptoms of failed ORPS are the following: first you will have an oil foul in your injector harness.
Secondly, your oil pressure will start to play up and down radically so as your RPM in idling mode. When you are having this problem, it would be time to replace it. Totally failed ORPS will stall your engine and you will not be able to start. You will need to do the white wire trick in your injector harness to start your engine but it is only a temporary solution.
Normally, ORPS can run 70k to k kilometers in some cases granted that it was reset by Tech2 once installed. Without resetting, it will only run for about 40k kilometers as reported. In short this is a tear and wear part and is also something that you will need to monitor. Even in our own Isuzu Trooper club, there are lots of us who have this problem. We can feel it's working, but it just keep on lighting. Solution: I am not really sure on how to resolved this. Some people in our groups decided to just removed the warning light for ABS.
But it would be good to still recheck the line if you really want to fix this one. The most common 4JX1 problems are injector related problems. On the bright side, it is easy to fix. O rings and copper gaskets for the injectors and gasket for the camshaft are the most common replacement kits you need. In this case you may want to have a stock of it. You may also want to secure Tech2 and injector sleeve remover since these are the hardest to find. Or at least, know someone around so that you can just rent or borrow it when needed.
These injector parts are tear and wear parts so you should expect that it will happen to you sooner or later. For the rest of the problems, they are basically maintenance issues.
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