F18160-2 REED FUEL PUMP Force
H0060B78B, H0060H79C, H0060H80D, H0062B78J, H0062H79K, H0064H80F, H0064H82H, H0067H79C, H0070B79A, H0071H81B, H0071H82C, H0071H83D, H0071H84E, H0072B81D, H0072H79B, H0072H82E, H0075H79A, H0082H78J, H0091B80B, H0091H79A, H0091H83C, H0091H84D, H0092B80
REED
Price: query
Rating:
You can buy parts:
As an associate, we earn commssions on qualifying purchases through the links below
$9.97
11-04-2021
0.1[0.00] Pounds
-: -
Mercury Marine New OEM Cylinder Drain Reed F18160 F18160-1 F18160-2, 34-F18160-3
Supersedes Part #s: F18160, F18160-1, F18160-2 || Sold Each || Please verify your own fitment
Supersedes Part #s: F18160, F18160-1, F18160-2 || Sold Each || Please verify your own fitment
Compatible models:
H0060B78B
H0060H79C
H0060H80D
H0062B78J
H0062H79K
H0064H80F
H0064H82H
H0067H79C
H0070B79A
H0071H81B
H0071H82C
H0071H83D
H0071H84E
H0072B81D
H0072H79B
H0072H82E
H0075H79A
H0082H78J
H0091B80B
H0091H79A
H0091H83C
H0091H84D
H0092B80G
H0092H79F
H0092H81H
H0092H81J
H0092H83K
H0092H84L
H0094H81F
H0095B80F
H0095B81G
H0095H82H
H0101B78A
H0102H78E
H0121B79A
H0125H79E
H0152B78D
H0152B83J
H0152C84K
H0152H79E
H0152H80F
H0152H81G
H0352H79L
H0353H78K
H0353H80M
H0353H81N
H0353H82P
H0456B79K
H0456B80L
H0457H82N
H0457H83P
H0503B83A
H0503H84B
H0507B85A
H0507H81A
H0507H82B
H0700H79A
H0709B79A
H0750H79A
H0756H80F
H0756H81G
H0756H82H
H0757B79E
H0758H80B
H0758H82E
H0759H79A
H0850H79A
H0850H80A
H0850H81C
H0851H79A
H0855H79A
H0856B80H
H0856F84A
H0856F85A
H0856H82K
H0857H79G
H0858B80C
H0858B82E
H0858C84H
H0859B79B
H0859H78A
H0906R83D
H1000H79A
H1004H79A
H1006B80B
H1006B81C
H1007H79A
H1008H80A
H1008H83C
H1058H82G
H1058V83H
H1151H79A
H1154B79A
H1155H79A
H1156H80C
H1156H81D
H1157B79B
H1157H78A
H1158B82E
H1158H80D
H1158H84G
H1159H78B
H1159H79C
H1251F84A
H1251X85A
H1258H81A
H1400H79A
H1401H79A
H1405H79A
H1406H80C
H1406H81D
H1407B79B
H1407H78A
H1408B80C
H1408H82D
H1408H83E
H1409H78A
H1409H79B
Force
Force entire parts catalog list:
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP (C-D ALTERNATOR MODELS) » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP 98H1B, 98B1B » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP 98H2C, 98B2C » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP (C-D ALTERNATOR MODELS) » F18160-2
- FUEL PUMP » F18160-2
- FUEL PUMP » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP (C-D ALTERNATOR MODELS) » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP (C-D ALTERNATOR MODELS) (158H3D, 158B3D) » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP (C-D ALTERNATOR MODELS) (158H3D, 158B3D) » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL PUMP (C-D ALTERNATOR MODELS) » F18160-2
- FUEL SYSTEM » F18160-2
- FUEL SYSTEM » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWER HEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWER HEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWER HEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWERHEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
- POWER HEAD » F18160-2
Information:
Fuel Injection Pump Operation
Fuel enters the fuel injection pump housing from the fuel filter through the fuel manifold and enters the fuel injection pump through the inlet port. The injection pump plungers and lifters are lifted by the cam lobes on the fuel system's own camshaft and always make a full stroke. The lifters are held against the cam lobes by springs. Each pump measures the amount of fuel to be injected into its respective cylinder and delivers it to the fuel injection nozzle.The amount of fuel pumped per stroke is varied by turning the plunger in the barrel. The plunger is turned by the governor action through the gear segmented sliding rack which turns the gear segment on the bottom of the pump plunger. The position of the scroll on the plunger determines the amount of fuel injected into the cylinders. Fuel Pump
Figures A, B and C illustrate the functioning of an injection pump as the plunger makes a stroke.In Fig. A the plunger is down and the inlet port is uncovered. Fuel flows into the space above the plunger through the slot and into the recess around the plunger.In Fig. B the plunger has started up and the port is covered. The fuel is trapped and will be forced through a check valve, fuel line, and injection valve.In Fig. C the plunger has risen until the port is uncovered by the recess in the plunger. The fuel can now escape back through the port into the fuel manifold and injection will cease.Note that the recess in the pump plunger forms a helix around the upper end of the plunger. Figures D, E and F illustrate how rotating the pump plunger affects the quantity of fuel injected.In Fig. D the plunger has been rotated into the shut-off position. The slot connecting the top of the plunger with the recess is in line with the port; therefore, no fuel can be trapped and injected.In Fig. E the plunger has been rotated into the idling position. The narrow part of the plunger formed by the helix will cover the port for only a short part of the stroke. This permits only a small amount of fuel to be injected per stroke.In Fig. F the plunger has been rotated into the full load position. The wide part of the plunger formed by the helix covers the port for a longer part of the stroke. This permits a larger amount of fuel to be injected per stroke. Fuel, under high pressure from the injection pumps, is transferred through the injection lines to the injection valves. As high pressure fuel enters the nozzle assembly, the check valve within the nozzle opens and permits the fuel to spray into the precombustion chamber where it mixes with the compressed air.The precombustion chamber serves several purposes: It provides an effective chamber for the mixing of fuel and air before it enters the cylinder for final combustion, thus permitting the use of a wider range of fuels. It permits the use of easy replaceable fuel nozzles and lends itself to the use of glow plugs to assist in cold weather starting.These engines can be started in low temperatures with the use of glow plugs, which provide heat for initial ignition of the fuel in the precombustion chamber. The nozzle assembly requires no adjustment and can be removed and a new one installed quickly and economically. Governor Operation
The full range hydro-mechanical governor operates over the entire speed range. The governor compensates automatically for minor grades and eliminates the need for continuous accelerator correction to maintain a constant speed. This governor requires low accelerator pedal pressure and less driver effort. This hydro-mechanical governor allows the use of smaller flyweights for quick engine response. When the engine is operating, the balance between the centrifugal force of revolving weights and the force of the accelerator pedal on the compressed spring, controls the movement of a valve and indirectly, the fuel rack. The valve directs pressure oil to either side of a rack positioning piston. Depending on the position of the valve, the rack is moved to increase or decrease the fuel to the engine to compensate for load variation.Pressurized lubricating oil, directed through passages in the fuel injection pump housing, enters a passage in the governor cylinder. The oil encircles a sleeve within the cylinder. The oil is then directed through a passage in the piston where it contacts the valve.When the engine load increases, the revolving weights slow down. The weights move toward each other and allow the governor spring to move the valve forward.As the valve moves, an oil passage around the piston opens to pressure oil. The oil flows through this passage and fills the chamber behind the piston. The pressure forces the piston and rack forward, increasing the amount of fuel to the engine. Engine RPM increases until the revolving weights rotate fast enough to balance the force of the governor spring. When the engine load decreases, the revolving weights speed-up and the toes on the weights move the valve left, allowing the oil behind the piston to flow through a drain passage opened at the rear of the piston. At the same time, the pressure oil between the sleeve and the piston forces the piston and rack to the left. This decreases the fuel to the engine and the engine slows down. When the force of the revolving weights balances the governor spring force, the RPM of the engine will be the same as before. When the engine is started, a speed limiter plunger restricts the movement of the accelerator until the crankcase lubricating oil reaches operating pressure. The plunger in the speed limiter retracts when the operating oil pressure is reached, then the accelerator can be depressed. The governor valve is shown in the position when the force of the weights and the force of the spring are balanced.Oil from the engine lubricating system lubricates the governor and drains into the fuel injection
Fuel enters the fuel injection pump housing from the fuel filter through the fuel manifold and enters the fuel injection pump through the inlet port. The injection pump plungers and lifters are lifted by the cam lobes on the fuel system's own camshaft and always make a full stroke. The lifters are held against the cam lobes by springs. Each pump measures the amount of fuel to be injected into its respective cylinder and delivers it to the fuel injection nozzle.The amount of fuel pumped per stroke is varied by turning the plunger in the barrel. The plunger is turned by the governor action through the gear segmented sliding rack which turns the gear segment on the bottom of the pump plunger. The position of the scroll on the plunger determines the amount of fuel injected into the cylinders. Fuel Pump
Figures A, B and C illustrate the functioning of an injection pump as the plunger makes a stroke.In Fig. A the plunger is down and the inlet port is uncovered. Fuel flows into the space above the plunger through the slot and into the recess around the plunger.In Fig. B the plunger has started up and the port is covered. The fuel is trapped and will be forced through a check valve, fuel line, and injection valve.In Fig. C the plunger has risen until the port is uncovered by the recess in the plunger. The fuel can now escape back through the port into the fuel manifold and injection will cease.Note that the recess in the pump plunger forms a helix around the upper end of the plunger. Figures D, E and F illustrate how rotating the pump plunger affects the quantity of fuel injected.In Fig. D the plunger has been rotated into the shut-off position. The slot connecting the top of the plunger with the recess is in line with the port; therefore, no fuel can be trapped and injected.In Fig. E the plunger has been rotated into the idling position. The narrow part of the plunger formed by the helix will cover the port for only a short part of the stroke. This permits only a small amount of fuel to be injected per stroke.In Fig. F the plunger has been rotated into the full load position. The wide part of the plunger formed by the helix covers the port for a longer part of the stroke. This permits a larger amount of fuel to be injected per stroke. Fuel, under high pressure from the injection pumps, is transferred through the injection lines to the injection valves. As high pressure fuel enters the nozzle assembly, the check valve within the nozzle opens and permits the fuel to spray into the precombustion chamber where it mixes with the compressed air.The precombustion chamber serves several purposes: It provides an effective chamber for the mixing of fuel and air before it enters the cylinder for final combustion, thus permitting the use of a wider range of fuels. It permits the use of easy replaceable fuel nozzles and lends itself to the use of glow plugs to assist in cold weather starting.These engines can be started in low temperatures with the use of glow plugs, which provide heat for initial ignition of the fuel in the precombustion chamber. The nozzle assembly requires no adjustment and can be removed and a new one installed quickly and economically. Governor Operation
The full range hydro-mechanical governor operates over the entire speed range. The governor compensates automatically for minor grades and eliminates the need for continuous accelerator correction to maintain a constant speed. This governor requires low accelerator pedal pressure and less driver effort. This hydro-mechanical governor allows the use of smaller flyweights for quick engine response. When the engine is operating, the balance between the centrifugal force of revolving weights and the force of the accelerator pedal on the compressed spring, controls the movement of a valve and indirectly, the fuel rack. The valve directs pressure oil to either side of a rack positioning piston. Depending on the position of the valve, the rack is moved to increase or decrease the fuel to the engine to compensate for load variation.Pressurized lubricating oil, directed through passages in the fuel injection pump housing, enters a passage in the governor cylinder. The oil encircles a sleeve within the cylinder. The oil is then directed through a passage in the piston where it contacts the valve.When the engine load increases, the revolving weights slow down. The weights move toward each other and allow the governor spring to move the valve forward.As the valve moves, an oil passage around the piston opens to pressure oil. The oil flows through this passage and fills the chamber behind the piston. The pressure forces the piston and rack forward, increasing the amount of fuel to the engine. Engine RPM increases until the revolving weights rotate fast enough to balance the force of the governor spring. When the engine load decreases, the revolving weights speed-up and the toes on the weights move the valve left, allowing the oil behind the piston to flow through a drain passage opened at the rear of the piston. At the same time, the pressure oil between the sleeve and the piston forces the piston and rack to the left. This decreases the fuel to the engine and the engine slows down. When the force of the revolving weights balances the governor spring force, the RPM of the engine will be the same as before. When the engine is started, a speed limiter plunger restricts the movement of the accelerator until the crankcase lubricating oil reaches operating pressure. The plunger in the speed limiter retracts when the operating oil pressure is reached, then the accelerator can be depressed. The governor valve is shown in the position when the force of the weights and the force of the spring are balanced.Oil from the engine lubricating system lubricates the governor and drains into the fuel injection
Parts reed Force:
FA433158
FA433158 REED PLATE W/REEDS, STOPS AND SCREWS
H0352H77H, H0352H79L, H0353H78K, H0353H80M, H0353H81N, H0353H82P, H0356H75F, H0456B78J, H0456B79K, H0456B80L, H0457H82N, H0457H83P, H0503H84B, H0507B85A, H0507H81A, H0507H82B, H0555H74G
F335160
F335160 REED
H0352H77H, H0352H79L, H0353H78K, H0353H80M, H0353H81N, H0353H82P, H0356H75F, H0456B78J, H0456B79K, H0456B80L, H0457H82N, H0457H83P, H0503B83A, H0503H84B, H0507B85A, H0507H81A, H0507H82B, H0555H74G, H0558H79L, H0559B80M, H0559H77H, H0559H77J, H0559H78
F88161-3
F88161-3 REED STOP
H0252B83G, H0252H77B, H0252H78C, H0252H78D, H0254H75A, H0350H78L, H0351H76K, H0352H77H, H0352H79L, H0353H78K, H0353H80M, H0353H81N, H0353H82P, H0356H75F, H0357H83N, H0456B78J, H0456B79K, H0456B80L, H0457H82N, H0457H83P, H0503B83A, H0503H84B, H0507B85
F316160
F316160 REED
H0202B80L, H0202B81M, H0202H79K, H0202H82N, H0252B83G, H0252H77B, H0252H78C, H0252H78D, H0254H75A, H0257F88A, H0257F88B, H0306B80C, H0307H81D, H0350H78L, H0351H76K, H0352F90B, H0352F90C, H0353E91A, H0353E91B, H0355D89A, H0356F89B, H0357C86A, H0357C87
F85161-1
F85161-1 REED STOP
H0558H79L, H0559H77H, H0559H77J, H0559H78K, H0559H80N, H0559H83R, H0606H84A, H0659B78B, H0700H79A, H0709B79A, H0750H79A, H0756H80F, H0756H81G, H0756H82H, H0757B79E, H0757H75A, H0757H76C, H0757H78D, H0758H80B, H0758H82E, H0759H79A, H0850H79A, H0850H80
F3A523158
F3A523158 REED PLATE W/REEDS, REED STOP AND SCREW
H0756H80F, H0758H80B, H0758H82E, H0850H79A, H0850H81C, H0851H79A, H0851X88A, H0853F88B, H0855H79A, H0856A89H, H0856B80H, H0856C87A, H0856C87B, H0856F84A, H0856F85A, H0856F86A, H0856H82K, H0857H79G, H0858B80C, H0858B82E, H0858C84H, H0859B79B, H0906R83
A 424158
F3A52318