Feed pump -  is the general name for a pump that forces the continuous flow of liquid fuel into the carburation system.
Usually, it also ensures that the required overpressure of the supply of the dosing device (e.g. carburetor or injection pump) is maintained.
Feed pumps, suction and force, are commonly used in the accessories of internal combustion engines.
By creating a vacuum, such a pump sucks fuel from the tank through the suction pipe, and then, by creating overpressure, forces the fuel sucked in through the pressure pipe to the dosing device.
Currently, there are various feed pumps in operation, classified according to various criteria,
such as: principle of operation (hence the colloquial names: diaphragm, piston, rotary, gear, etc.), drive method (hence the names: mechanical, electric, pneumatic, etc.) and others.
Apart from the typical ones, special versions of feed pumps are used, i.e. with a special principle of operation (double-acting feed pump) or combined with other devices (compound feed pump).



A starter is a series or series shunt electric motor equipped with a coupling mechanism called a bendix. The basic components of an electric starter are: excitation winding, rotor with windings and commutator, commutator brushes, switching and coupling device. The excitation winding is connected in series with the rotor winding, hence the name series motor. There are also starters with windings only in the rotor, and without excitation windings in the stator - the magnetic field is generated by strong permanent magnets.
A coupling device is used to couple the starter to an engine flywheel in order to rotate the crankshaft. The coupling element is a pinion mounted on the rotor shaft, meshed with the gear ring of the engine flywheel. The coupling mechanism is mounted on the rotor through a thread with a large pitch (bendiks), this thread causes the transmission of the torque from the starter to the coupling, to move the coupling towards the pinion, and the transmission in the other direction withdraws the coupling. The coupler pinion is mounted on the coupler through a one-way shaft clutch, preventing the starter from being driven by the engine when it reaches a speed greater than the starter speed. To facilitate engagement, the engagement mechanism is moved towards the pinion via the forks by the electromagnet, which causes the starter to mesh with the flywheel before the rotor starts to rotate.

The principle of operation is to transfer the voltage from the battery to the electromagnetic switch. Voltage is applied when turning the ignition key or pressing the start button. The starter is also equipped with a one-way clutch. A car starter is nothing but a DC motor. It sets the engine of our car in motion. Its task is to rotate the engine crankshaft and give it a speed that allows it to work independently. In gasoline engines, about 40-100 rpm is needed for this. In the case of diesel engines, it is even 200 revolutions per minute. The most common type of starters are electric. However, there are also models that also use pneumatic or combustion engines. The construction of the starter is not complicated. It usually consists of elements such as housing, bendiks,
rotor, stator coils, brush holder or electromagnet. For the starter to work properly, not only is the components working properly, but also the proper interaction with the battery. The starter is one of the devices that burden a car battery the most. The instantaneous current consumption at each engine start is from two hundred to even six hundred amps. Such a large amount is due to the fact that the starter has to overcome the resistance of many factors. They include the work of auxiliary mechanisms, friction of the pistons against the cylinder surface, air suction, or compression of the working medium in the cylinders.



Alternator - an alternating current generator, often three-phase. It is used to convert mechanical energy into alternating current. In the alternator, current is generated in the stationary stator windings by the multipolar rotating magnetic field of the rotor. It is commonly used as a power source in motor vehicles. The alternator is excited similarly to the alternating current generator through the rotor windings, but the alternator has one axially wound winding, and the ferromagnetic elements shape the magnetic field in such a way that the magnetic field penetrating the stator (stator) windings changes during the rotation of the rotor.
To ensure cooperation with a battery that requires direct current for charging, the alternator has a built-in rectifier based on silicon diodes. It also often includes a built-in voltage regulator.
The current rectifier circuit often has separate diodes for rectifying the main current and separate 3 diodes for rectifying the current used to excite the alternator (9 diode alternator). This arrangement ensures that during low engine revolutions or no revolutions with the engine switched off, the alternator rotor is magnetized by the charge indicator lamp and draws a small amount of current from the battery, in contrast to generators and 6-diode alternators.
Today, alternators are used much more often than generators because they are much lighter and capable of generating electricity at a low rotor speed.



Piston rings - sealing elements separating the combustion chamber of a piston combustion engine from the crankcase and scraping excess oil from the cylinder walls. They are made of malleable or gray nodular cast iron, sometimes of rolled steel bars. The working surfaces of the rings are chrome-plated or coated with molybdenum.

Types of rings:
There are three basic types of rings in reciprocating engines:
- sealing rings, the task of which is to maintain the highest possible compression and prevent leakage of closed exhaust gases under high pressure in the chamber above the piston into the crankcase (space under the piston), in which the pressure is close to atmospheric;
scraper rings which scrape excess oil off the cylinder liner, leaving a relatively thin "oil film" on the cylinder running surface, preventing excessive oil from entering the space above the piston.
- compression and scraper rings, their task is to stop gases that have penetrated through the sealing ring and to scrape excess oil from the cylinder surface.

Ring structure:
The rings are cut in one place so that they can expand and fit on the piston and that there is a suitable pressure of the outer surface of the ring against the cylinder liner due to the preload of the elastic ring. The place where the piston has a protrusion to compensate for the discontinuity of the rings is called a lock. There is a thin film of oil between the ring and cylinder to reduce the friction between the ring and cylinder liner. Ring leakage causes a drop in compression, and hence a loss of engine power and efficiency, or an increase in oil consumption, which is not scraped thoroughly from the cylinder walls and is partially burnt.

Piston rings faults:
The main malfunctions that happen to the rings are:
- ring sticking, consisting in sticking the rings in the piston grooves with carbon deposits formed during fuel combustion. The ring is immobilized and does not exert pressure on the cylinder smooth surface, which reduces or completely eliminates its effect. This may be the result of abnormal combustion or fuel contamination;
- ring fracture caused by incorrect assembly, material defects or the occurrence of above-average thermal loads. The crack is a relatively serious damage as it can scratch the cylinder running surface, which may result in a further reduction in compression.
In older engines, the springs can make grooves in the inner surface of the [oil] scraper, which prevents the rings from expanding, which is accompanied by excessive oil burning and smoking,
- ring wear (abrasion) which also reduces the compression and efficiency of the engine, similar to the above.



At the outlet of the oil pump, there is also an oil pressure check valve, whose task is to maintain the proper pressure in the lubrication system. As the engine speed is increased, oil pressure builds up and excess oil flows back into the oil sump. At the correct pressure, the oil flows through the full-flow oil filter.
The valve is activated as soon as the engine is started and begins to regulate the pressure level. Indeed, keeping this indicator within the necessary limits and is the main task of the device. The capacity of the distributor itself will depend on the pressure at which the safety valve and its automatic are set. In the programmable operating mode, the average range can be from 05 to 4 atm. At the same time, prolonged maintenance of low values ​​may indicate a violation of the cooling system or a malfunction of the valve itself. Therefore, there is a risk of insufficient lubrication of the target parts.
During normal operation, the valve is not only responsible for pressure control, but can also directly control the oil supply. How large the capacity of the shut-off valves will be depends on the maximum load on the oil safety valve. Designating its function as a regulator, however, has limitations resulting from the construction of a specific oil pump.



The engine  block -  is the base for the cylinder liner, which can be turned into the block body or inserted as a separate piece. The former are easier to make, but require a better material to cast the entire block, and the inserted ones allow the use of cheaper material to make the rest of the block. Insert cylinder liners simplify engine repair. With the exception of the cylinder liners, the block is usually two-piece due to the need for a piston-crank assembly. The engine head is mounted on one side and the oil pan on the other. The block also has handles for mounting the entire unit in the engine compartment.
The block includes coolant flow channels (liquid-cooled engines), channels that supply oil to the head and return it to the oil pan.
The shape of the block depends on the arrangement of the cylinders.
The engine block consists of two components:
- cylinder block (cylinder liners or cylinders),
- crankcase (it houses the crankshaft; the lower part is an oil tank, the so-called oil pan, which closes the engine from the bottom).



The high pressure fuel line connects the injection pump to the injectors. Connectors used in it ensure maximum tightness at very high pressure in the conduit.
The purpose of using couplings in high-pressure lines is to ensure maximum tightness at very high fuel pressure in the line.

We can divide connectors into three types:
- sealing cone with a pressure nut,
- tubular pressure connector,
- traverse.

High pressure lines may become contaminated and worn out, which creates a risk of leakage and contamination of the system and may damage the injectors and the entire CR system. Good-quality fuel and replacement of the fuel filter in accordance with the manufacturer's recommendations prevent their damage.
Incorrect operation of the cable results in increased fuel consumption, ignition problems, power loss and unstable engine operation. As a consequence, it contributes to a significant reduction of engine life.



Oil pan - a container for oil lubricating the internal combustion engine, located below the crankshaft. It is part of the engine lubrication system.
The oil from the sump is sucked in by an oil pump and delivered under pressure to all parts of the power unit that require it.
It is important to choose high-quality bowls, preferably original or certified substitutes.
A damaged oil pan is a failure that should not be underestimated in any case, as well as any oil leaks from the power unit. When it comes to damage to the sump itself, they are usually mechanical in nature. Oil sump corrosion and oil sump gasket are also often responsible for damage and oil leaks, and the oil sump gasket, which simply wears and tenses over time.



The task of the oil pump in the engine is to supply oil under the appropriate pressure to the lubrication system. Its effectiveness is therefore of key importance for the durability and trouble-free operation of the engine.
The operation of the pump is based on positive displacement of oil by generating the necessary pressure in the lubrication system. Gear pumps with internal or external meshing are most often used in internal combustion piston engines. Their operation is based on the cooperation of gears. In both cases, the pump is usually driven by a gear drive from the crankshaft or by a chain gear.
The pump is driven either directly from the camshaft by means of appropriate gears if it is installed in the engine housing, or from the engine crankshaft through a suitable gear.



The water pump consists of:
- the drive pulley to which the torque is transmitted from the crankshaft pulley through the timing belt, timing chain or multi-ribbed belt, depending on the design,
- the rotor that makes the coolant move,
- bearing shaft, on the opposite ends of which the drive wheel and rotor are mounted,
- pump housing.

The water pump, or the coolant pump, is driven by a timing belt, timing chain or V-belt. Thanks to her work, the coolant begins to circulate throughout the refrigeration system
When replacing the timing belt, the timing chain or the serpentine belt that drives the water pump - the pump itself must always be replaced. Conversely, the belt or chain must be replaced each time the pump is replaced.



The injection pump is a set of pumps forcing fuel (the so-called injection sections), each section servicing one cylinder. All sections are connected to each other by a toothed rack which,
by turning all the pistons along the longitudinal axis, controls the fuel dose (engine power).

The pump consists of:
- fuel supply lines,
- pump cylinder,
- plunger,
- shut-off valve,
- high pressure pipes supplying the injector,
- injectors,
- toothed rack synchronizing the axial rotation of all pistons of individual sections,
- fuel dose corrector.
During engine operation, the pump plunger makes a reciprocating movement (feeding the fuel dose), while when changing the power (changing the fuel dose), the piston rotates in relation to the cylinder by means of a toothed bar.

Injection pumps are divided into pumps with:
- fixed injection start and variable end,
- variable injection start and fixed end,
- variable injection start and variable end.
- manufacturing technology developed,
- not very complicated repair.

Advantages of the Injection Pump:
- manufacturing technology developed,
- not very complicated repair.



A rotary machine consisting of a turbine and a compressor mounted on a common shaft. It is used to charge an internal combustion engine or steam boiler. The turbine is fed with the exhaust gases from the engine, and compressed air is supplied by a compressor to the engine. The turbocharger increases the efficiency and power of the engine by forcing additional air into the combustion chamber. This performance improvement over a naturally aspirated engine is due to the fact that the compressor is able to feed more air (which allows more fuel) into the combustion chamber than atmospheric pressure can.

The construction of the turbocharger is similar to that of a gas turbine, but it does not contain a combustion chamber. In this case, the internal combustion engine plays the role of the exhaust gas generator.
The turbocharger consists of a turbine, i.e. hot parts and compressors, the so-called cool part, the rotors of which are rigidly connected by a common shaft. The turbine, driven by the exhaust gases from the engine, drives the rotor of a compressor that compresses the air before it is delivered to the engine (boost generator).

- increase in engine efficiency by using the energy of exhaust gases
- increase in effort, so that the engine of a given power has a smaller size and weight compared to a larger engine of similar power
- better engine characteristics (lower revs of the maximum torque)
- better flushing of the cylinder from exhaust gases
- there is no appreciable drop in power with the decrease in atmospheric pressure (higher engine operating altitude).

- during compression, there is an unfavorable increase in the temperature of the working medium (to counteract this, a cooler in the supercharging system is used)
- when working in rapidly changing loads, the turbocharger output is not always selected optimally for the load (for this reason, the systems of adjustable steering wheels in the compressor, bleed valves, bi-turbo systems are used)
- greater complexity (and thus failure rate) of the engine, the engine of this type requires more space.
- faster wear of engine components
- in older designs there is a turbo lag phenomenon.



The valves are made of heat-resistant steel called valve steel. They have the shape of a rod with a diameter of a few millimeters, a dozen or so centimeters long, ending on one side with a profiled disc, the so-called mushroom. Profiling ensures good pressure of the valve to the valve seat and tightness of the cylinder. The pressure of the valve plug to the seat (and thus cylinder tightness) is ensured by a coil spring, sometimes with thrust washers at the ends. The rod moves in the guide sleeve, has a seal that restricts the flow of lubricating oil from above the head (where other timing system components typically work) to the cylinder - wear of this seal is often the cause of excessive oil consumption by the engine. The other end of the valve is connected to other elements of the timing system, ensuring the synchronization of valve movements with the movements of the engine pistons.

A choke valve is designed to open at the appropriate point in the engine's choke cycle to suck air / fuel mixture or air into the engine cylinder. After filling the cylinder with the mixture, the valve closes so that the mixture can be pressurized.
Intake valves of a given engine always have larger diameters (cross-sections) than exhaust valves - this is due to the desire to increase the mass of the load during the engine's work cycle (greater power). For this reason, if the number of valves per cylinder is odd, there will be more inlet valves. The maximum temperature of the intake valves during extended periods of engine operation at full power is between 450 and 550 ° C and is lower than the exhaust valves because they are drenched with fresh load. (while exhaust fumes).

The exhaust valve opens to open a path for expanded gases over the power stroke. After the exhaust gases are expelled from the cylinder, the exhaust valve closes. The maximum temperature of the exhaust valves during extended engine operation at full power is 450 to 750 ° C.

Damage (bending) and thus loss of tightness of the valve may occur when the timing belt breaks (after the piston collides with the open valve). During the normal, long-term operation of the engine, fusion and corrosion wear of the valves and valve seats themselves (valve seat wear) also take place, which leads to a certain loss of tightness and a drop in compression. The repair consists of milling, grinding and lapping valves and seats.



Belt tensioners are critical to the proper operation of the accessory belt drive system. The tensioner maintains the correct belt tension throughout its service life. It also helps protect other components such as the alternator and water pump from overload and premature failure. The tensioner is a relatively inexpensive part to replace. Therefore, when replacing the serpentine belt, remember to also replace the tensioner at the same time, if the belt tension is too weak, the belt will slip. This will lead to noise, very high temperature, premature belt wear - malfunction of the accessory belt drive system. If the voltage is too high, the drive system components will wear excessively.

Appearance: Rust, leaking between arm and base or dripping from tensioner. Also inspect the tensioner for cracks or damage to the arm, housing, or bracket. Some damage is only visible after removing the tensioner.

Cause: Rust leakage or dripping is a sign of internal component wear. Most of the damage occurs at the stops and the tensioner mounting bolts.

Solution: replace the tensioner.

Appearance: After turning off the engine and removing the belt, manually rotate the pulley. In the case of noise, drag, or uneven rolling, the problem is due to the wear of the pulley bearing.


Appearance: Squeaks and rattles coming from the tensioner.

Cause: Bearing failure or failure on the axis of rotation is causing excessive noise.

Solution: replace the tensioner. Also refer to the directions for properly diagnosing accessory belt drive noise.


Appearance: incorrect belt routing on the tensioner pulley. Shiny, smooth streaks or grooves in the tensioner housing or arm.

Cause: metal to metal contact between the arm and the spring housing.

Solution: If the tensioner arm misalignment is found, the bushing is worn and the tensioner should be replaced.



The connecting rod is one of the main components of the internal combustion engine, next to the cylinders, the pistons and the crankshaft. It is used to convert the reciprocating motion of the piston into a rotary motion of the crankshaft or the rotary motion of the shaft into a sliding motion of the piston or other element. The connecting rod connects the latter two. The connecting rod is divided into 3 parts: a foot (connects to the crankshaft), a stem and a head (connects to the piston).
Connecting rod head
As a rule, a sliding sleeve, known as a piston pin bush, is pressed into the connecting rod head. It is mainly made of bronze. If we are dealing with a floating piston pin, it is necessary to lubricate the mating surfaces.
Connecting rod shank
The shank connects the connecting rod head with its foot. Usually it has an I-section. In short, it is the outline of the Roman numeral I. It is cost effective in terms of bending and buckling strength.
Presser foot and presser foot cover
The foot of the connecting rod is used to fix it on the crankshaft. Includes a spigot. Due to its design, it can be divided perpendicularly or obliquely to the shaft axis. In two-stroke engines, mainly connecting rods with a non-split foot are used. However, their assembly requires disassembly of the crankshaft.
An extremely important detail of the connecting rod are the bolts connecting the bead with its cover. In the case of a diagonal split, the screws are usually screwed into the foot material.
The foot is also equipped with a sliding bearing, otherwise known as a connecting rod shell. The connecting rod bearing is composed of two half shells. It optimizes the interaction of the crankshaft journal with the big end. The locks used in the shells are intended to indicate correct seating. When folding the big end cover, remember to place the half shells and the locks in relation to each other.
The connecting rod is subject to tension, compression, bending and buckling forces. This is a consequence of the presence of gas forces from the piston to the crankshaft journal and of the inertia forces. Such a multi-member state of loads means that this link of the crank system requires an appropriate structure and an appropriate method of execution.

Korbowód,Connecting rod,Pleuelstange,Conrod bearing,Pleuellager



Glow plug operation:
The main element of the glow plug is the heater, which draws energy from the battery. Depending on the type of candle, it can heat up to about 800-900 or even over 1000 degrees Celsius in a few or several seconds. Glow plugs used in diesel engines support the process of increasing the temperature in the combustion chamber.

Symptoms of damaged glow plugs:
- increased vibrations "on the cold",
- jerking when picking up speed,
- a noticeable drop in power,
- smoke from the exhaust pipe,
- increased fuel consumption.

Glow plugs for Perkins engines
704-30,704-30T, 1106D-E66TA, 1104C-44T, 1104C-44TA, 404D-15,402D-15,1004.4T, A4.236,504-2,504-2T,
704-26,804D-33T, 804C-33T, A4.108,1104C-44,204.30,1106D-E66TA,

Glow plugs for Caterpillar engines
C6.6,3406,3410,3054,3056, C4.4,3054C, 3034,3054C, 3054E, C2.2,3003, C7, C9, C9.3,3204,3412, C3.4, C13, C15, C18,

Glow plugs for Deutz engines
F1L812, F2L712, TCD4L20132V, BF6M1013, D2011L03, BF3M2011, F3L913, BF6L913, D3L2009, D4L2009, TD4L2009,
BF4M1012, BF6M1012E, F2L2011, F2L1011



The Caterpillar C9.3B engine is a new six-cylinder engine that has the same design as the previous version that was released since 2011. However, it uses a new high-pressure fuel system, the so-called common rail. The new C9.3B compared to the previous generation is to provide:
- 18% more power,
- 21% more torque
- 12% less empty weight.
Like all Cat 9-18 liter engines, the C9.3B is available in a variety of configurations - over 2,000.

Caterpillar spare parts and repair kits
3003,3011,3012,3013,3014,3024,3034,3044C, 3046T, 3054,3054C, 3054E, 3056,3056E, 3064T, 3066T, 3114, 3116,3126,3176,3204,3208,3304,3306,3406, 3408,3412,3508,3512,3516, C0.5, C0.7, C1.1, C1.3, C1.5, C1.6, C1.7, C9, C9.3, C9.3B, C10, C12, C13, C15, C18, C2.2, C3.3, C3.4DIT, C4.2, C4.4, C6.4, C6.6, C7



Electronic control module for the internal combustion engine, based on, inter alia, on data stored in the computer memory (contains the so-called maps, i.e. data tables based on which the controller coordinates the engine operation); the engine controller collects, compares and coordinates the data coming from various sensors.
Defective engine controller - symptoms of a malfunctioning controller
Engine control unit malfunctions are not common. A damaged engine controller is not able to properly control the operation of the drive unit.
Common symptoms of a damaged driver include:
- ignition problems
- the engine suddenly cuts out during operation
- during work, we feel jerks as if there is no fuel
- the engine has lost power and is not running regularly

We have drivers for the following motors;
C4.4, C6.6,1106C-E66TA, 1106D-E66TA, 1104D-E44TA, 1104D-E44T

Bodice machines
216, 216B, 216B2, 216B3, 226, 226B, 226B2, 226B3, 228, 232, 232B, 232B2, 232D, 239D, 315D, 242, 242B, 242B2, 247B, 247B2, 247B3, 249D, 257B, 257B2, 302.5, 302.5 303.5, 304.5, 902, AP255E, CB22, CB22B, CB24, CB24B, CB32, CB32B, CB34, CB34B, CB34BXW, CB34XW, CB36B, CB-214D, CB-214E, CB-224D, CB-224E, CB-225D, CB-225E, CB-334D, CB-334E, CB-334EXW, CB-335D, CB-335E, CC24, CC24B, CC34, CC34B, DE9.5E3, DE13.5E3, DE18E3, DE22E3



Deutz is one of the world's most famous manufacturers of industrial combustion engines. Deutz engines have been trusted by machine manufacturers from around the world, including Bobcat, Case, Volvo and Liebherr. The engines of this brand are the source of power for all kinds of construction, agricultural, mining, airport machines, watercrafts and other machines used in the economy.
Our offer includes a huge number of engine parts, both original and spare. These are, among others, parts from the fuel system such as: supply pumps, injectors, unit injectors or injection pumps, parts of the cooling system, such as water pumps, thermostats, fans, oil coolers, etc. We also offer repair kits for the crank-piston system, i.e. bushings cylinder, pistons, connecting rods, bushings and crankshafts. For Deutz engines we also have electrical system parts, sensors, fuel filters, oil filters, belts, tensioners, heads, EGR valves and all kinds of engine seals. We invite you to familiarize yourself with our offer on the online store and to contact us by phone.

F4L912,BF4L913,BF6L913,413,413F,513,F3M1008,F3L1011,F3L1011F,F4L1011F,BF4L1011F,BF4L1011T, F4M1011F,BF4M1012,BF6M1012,BF4M1013,BF6M1013,BF6M1015,BF8M1015,BF4M2012,BF6M2012,BF4M2013, BF6M2013,BF6M2015,BF8M2015,TCD2013L064V,TCD2013L062V,TCD2013L042V,TCD2015V06,TCD2015V08,413, 511,513,912,913,914,1008,1011,1012,1013,1015,2011,2012,2013,TCD2.9,TCD3.6





ISUZU engines from the 4HK1 and 6HK1 series are modern and durable structures that have been used to drive excavators and other machines supplied by world leaders in the production of construction and road machinery. We offer spare parts for the above mentioned engines. Below are some examples of 4HK1 and 6HK1 applications.
4HK1 engine:
- CASE CX210B 4HKIX Isuzu excavator,
- CASE CX225 4HK1X Isuzu excavator,
- JCB JZ235 ​​4HK1 Isuzu excavator,
- JCB JZ255 4HK1 Isuzu excavator,
- JCB JS200 4HK1 Isuzu excavator,
- JCB JS220 4HK1 Isuzu excavator,
- JCB JS235 4HK1 Isuzu excavator,
- JCB JS240 4HK1 Isuzu excavator,
- JCB JS260 4HK1 Isuzu excavator,
- JCB JS200W 4HK1 Isuzu excavator,
- John Deere 190DW 4HK1 Isuzu excavator,
- John Deere 220DW 4HK1 Isuzu excavator.
6HK1 engine:
- CASE CX290 Isuzu 6HK1 excavator,
- CASE CX300 C Isuzu 6HK1 excavator,
- CASE CX330 Isuzu 6HK1 excavator,
- CASE CX330LR Isuzu 6HK1 excavator,
- CASE CX350 Isuzu 6HK1 excavator,
- CASE CX350B Isuzu 6HK1 excavator,
- CASE CX350NLC Isuzu 6HK1 excavator,
- JCB JS290 Isuzu 6HK1-XYSJ02 excavator,
- JCB JS330 Isuzu 6HK1-XYSJ01 excavator,
- JCB JS330 Isuzu 6HK1-XQB01 excavator,
- JCB JS330LC Isuzu 6HK1-XAB excavator.



Hyundai Construction Equipment has unveiled a brand new line of EU Stage V diesel A-series wheeled excavators. Four machines with an operating weight of 14-23 tonnes are equipped with Cummins low emission diesel engines with combined exhaust aftertreatment and do not require EGR, offering customers increased efficiency with lower emissions.

• Cummins B4.5 and B6.7 Stage V compliant engines without exhaust gas recirculation (EGR) or manual diesel particulate filter (DPF) regeneration.
• Load sensing hydraulics with load independent flow sharing for greater control.
The revised line starts with the HW140A, weighing 14,900 kg with a one-piece boom and 15,860 kg with a two-piece main boom. This machine shares much in common with the chassis and superstructure of the HW160A, weighing 17,580 kg / 18,390 kg. The compact radius HW170ACR is only available with a two-piece 18,810 kg boom and is completed by the HW210A 22,270 / 23,665 kg model.
The HW140A, HW160A and HW170ACR models are powered by a 4.5 liter Cummins B4.5 diesel engine, which replaces the larger 6.7 liter engine from the previous generation machines. Thanks to the Wastegate turbocharger, this compact engine has a two-can Flex-Module exhaust system consisting of an Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF) and Selective Catalytic Reduction (SCR). There is no requirement for exhaust gas recirculation (EGR), reducing service costs for customers, while the smaller engine is more fuel-efficient than its predecessor.
Despite the reduced engine capacity, the new machines benefit from the increased power, with the HW140A, HW160A and HW170ACR models now delivering 129 kW (173 hp), compared to 117 kW (156 hp) compared to the previous generation HW140. The engine drives the machine through the load-sensing Rexroth hydraulic system with load-independent flow control for consistent machine speed and better operator control.
The three machines are equipped with a redesigned stacked cooling module for easy cleaning. A reversible hydraulically powered cooling fan is now standard, reducing the risk of overheating and minimizing downtime for cleaning and maintenance. The larger HW210A retains the 6.7 liter engine, but upgrades to the latest Cummins B6.7 model with a variable geometry turbocharger. The B6.7 has a single-module exhaust aftertreatment system, with DOC, DPF and SCR housed in one exhaust can. Again, there is no EGR requirement on this engine and there is no need for manual DPF regeneration which reduces costs and downtime for customers. As with the smaller engine, there has been an increase in power and the new Cummins engine provides a maximum power of 145 kW (195 hp). This 21 ton machine is equipped with two Kawasaki Hydraulic Pumps with Electronic Pump Flow Control (EPFC) which has proven very efficient on the Hyundai HX210A and HX220AL crawler tracks and benefits from a reduced minimum flow rate which improves fuel consumption by up to 8-11 % depending on the job. Automatic idling is standard, further reducing fuel consumption, engine noise and emissions.

• Cummins B4.5 engine
• 129 kW (173 HP) maximum power
• Operating weight (mono / 2 pcs
. ) 14 900/15 860 kg • Max. digging depth 5120mm
• Max. digging reach 8,310 mm
• Turning radius of the tail 2,150 mm
• Bucket Breakout Force (ISO) 102 kN
• Stick Digging Force (ISO) 66.4 kN

• Cummins B4.5 engine
• 129 kW (173 HP) maximum power
• Operating weight (mono / 2 pcs.) 17 580/18 390 kg
• Max. digging depth 5610mm
• Max. digging reach 8,820 mm
• 2240 mm tail swing radius
• Bucket Breakout Force (ISO) 114.8 kN
• Stick Digging Force (ISO) 76.7 kN

• Cummins B4.5 engine
• 129 kW (173 HP) maximum power
• Operating weight (2 pcs.) 18,880 kg
• Max. digging depth 5410mm
• Max. digging reach 8,950 mm
• Turning radius of the tail 2,150 mm
• Bucket Breakout Force (ISO) 114.8 kN
• Stick Digging Force (ISO) 76.7 kN

• Cummins B6.7 engine
• 145 kW (195 HP) maximum power
• Operating weight (mono / 2 pcs.) 22 170/23 665 kg
• Max. digging depth 6.430mm
• Max. digging reach 9970 mm
• Tail swing radius 2740 mm
• Bucket Breakout Force (ISO) 151 kN
• Stick Digging Force (ISO) 106.9 kN

Cummins engines and spare parts:
engine repair kits, pistons, piston rings, bushings, main and connecting rod bearings, gasket set, head gasket, thermostat, injection pump, water pump, head, crankshaft, injectors, injection nozzles, alternator, starter, thermostat, ... CUMMINS

Cummins spare parts
6BT 5.9, 4BT 3.9, 6CT 8.3, K19, K38, K50, L10, M11, NH220, NT855, F3.8, B3.3, B3.9, B4.5, B5.9, B6.7, L9, X12 , X15, QSF2.8, QSF3.8, QSB4.5, QSB6.7, QSL9, QSG12, QSX15, B3.3, QSB3.3, QSB4.5, QSB6.7, QSL9, QSX11.9, QSX15, QSC, QSL, QSM, QSX, QSX19, C8.3, QSK19, QSK23, QST30, ISL 8.9, ISB, ISL-G, QSK60



CASE manufactures a full range of construction equipment in operation around the world. It offers excavators, backhoe loaders, articulated trucks, tracked and wheeled excavators, telehandlers, graders, wheel loaders, vibratory rollers, crawler dozers, skid steer loaders, track loaders, tractor loaders and rough terrain forklifts.
CASE also uses proven Mitsubishi and ISUZU engines, offering its customers a greater range of power and lower fuel consumption in their construction machines.
Examples of CASE machines:

CASE CX50 excavator - Mitsubishi K4N engine
CASE CX75 excavator - Isuzu 4LE2 engine
CASE CX80 excavator - Isuzu 4LE2 engine
CASE CX130B LC excavator - Isuzu 4JJ1 engine
CASE CX135 excavator - Isuzu 4JJ11X engine
CASE CX210B excavator - Isuzu 4HK1X engine
CASE CX225 excavator - Isuzu 4HK1X engine
CASE 9033 excavator - Mitsubishi 6D24 engine
CASE 9050 excavator - Mitsubishi 6D22 engine
CASE 9050B excavator - Mitsubishi 6D22 engine
CASE 9060 excavator - Mitsubishi 6D22 engine
CASE 9060B excavator - Mitsubishi 6D22 engine
CASE DH4B tractor - Mitsubishi 4DQ50 engine




The Yanmar 4TN107 is the result of YANMAR's extensive experience and commitment to produce the best high-power, fuel-efficient diesel engines that meet the market demands. The 4.6-liter engine with additional cooling meets EU Stage V emissions regulations. The two-stage turbocharged engine develops a maximum power of 155 kW and delivers best-in-class fuel consumption while delivering a maximum torque of 805 Nm. In this way, the engine meets the requirements of a wide range of industries including construction, agriculture and material handling.

TYPE Vertical, four-stroke, water-cooled diesel engine
COMBUSTION Direct injection
CAPACITY 4,600 ltr
Dia x Stroke 107 x 127 mm
We offer spare parts for Yanmar engines

Yanmar spare parts:
Yanmar L series: L40AE, L48AE, L60AE, L70AE, L75AE, L90AE, L100AE, L48N, L70N, L100N, L48V, L70V, L100V
Yanmar, T series: 2T80UJ, 3T80J, 3T80UJ, 3T90J, 3T90T-J
Yanmar, TN series: 3TN66, 3TN75, 3TN78, 4TN78T, 3TN82, 3TN84, 3TN84T, 3TN84UJ, 4TN84, 3TN100, 4TN100
Yanmar TNE series: 2TNE68, 3TNE68, 3TNE74, 3TNE78A, 3TNE82A, 3TNE84, 3TNE88, 4TNE84, 4TNE84T, 4TNE88, 4TNE94,
Yanmar TNV series: 2TNV70, 3TNV68, 3TNV70, 3TNV72, 3TNV74F, 3TNV76, 3TNV80F, 3TNV82A (-B) 3TNV84T, 3TNV86CT, 3TNV88 (-B), 4TNV84T, 4TNV98, 4TNV98, 4TNV98, 4TNV98
Yanmar MM series: 3TNM68, 3TNM72, 3TNM74F



Kubota V2607 and V3307 engines

Kubota's 07-series engines introduced in 2005 had a unique cylinder block design, allowing a larger displacement in a compact engine.
With power outputs of 56.3-74.3HP and rated speeds of 2600-2700rpm, the 07 series engines are powerful enough for a variety of applications and developed to provide high power and durability.
The most popular applications of the Kubota 07 series include air compressors, pumps, chippers, pavers, compactors and concrete trowels.
Proven reliability and technology
The Kubota 07 series has been developed to meet the diverse requirements of a wide variety of industrial applications. The unique design of the Kubota cylinder block has been developed using proprietary casting technology, allowing greater displacement in a compact 2.6L - 3.3L engine.
The enhanced cooling system, with the main water gallery and water channels between the cylinder bores, is an efficient and highly effective thermal stress countermeasure that provides high power and excellent durability in the reliable Kubota 07 series.
Kubota V2607 engine: 2.6 liter 4-cylinder engine with 56.3-74.3 hp. It is available in a variety of configurations to meet Tier 4 Final and Stage V requirements.
The V3307 engine is also a 74.3hp, 4-cylinder water-cooled turbocharged engine.
KUBOTA spare parts and engines
engine repair kits, pistons, piston rings, bushings, main and connecting rod bearings, gasket set, head gasket, thermostat, injection pump, water pump, head, crankshaft, injectors, injectors, alternator, starter, thermostat, ... Kubota 3D67E , Kubota D1005, Kubota D1101, D1102, Kubota D1105, Kubota D1302, Kubota D1305, Kubota D1402, Kubota D1403, Kubota D1462, D1463, Kubota D1503, Kubota D1703, Kubota D1803, Kubota D600
Kubota D650, Kubota D662, Kubota D722
Kubota D750, Kubota D782, Kubota D850, Kubota D902, Kubota D905, Kubota D950
Kubota DF752, Kubota DF972
Kubota F2302-DI, Kubota F2503, Kubota F2803
Kubota S2600, S2602, Kubota S2800, S2802
Kubota V1100, Kubota V1200, V1205, Kubota V1305, Kubota V1500, V1501, Kubota V1505, Kubota V1512, Kubota V1702, Kubota V1902, Kubota V1903, Kubota V2003, Kubota V2203, Kubota V2403, Kubota V2607, Kubota V333007, Kubota V333007, Kubota V333007 V3600, Kubota V3800
Kubota Z400, Kubota Z402 AIXAM, Kubota Z482, Kubota Z500, Kubota Z600, Kubota Z602, Kubota Z750, Kubota Z851



The purpose of the EGR valve is to reduce the oxygen content in the air supplied to the combustion chamber, thereby lowering the temperature and slowing down the combustion process and reducing nitrogen oxide emissions. The EGR valve opens only under certain conditions, today it is determined by the engine control unit. The EGR remains closed at idle speed and until the engine is under load and / or the optimum operating temperature is reached. It also does not open at full engine load. Most often, a portion of the exhaust gas returns to the engine at low and medium load, especially in the medium speed range.
What are the symptoms of an EGR valve failure?
If you notice that the engine stalls at idle speed, often loses power, black smoke comes out of the pipe, you may have a problem with the EGR valve.

A camshaft used in engines to control valves. The cam of the shaft rotates with them through the follower to open the intake valve and exhaust valve to supply the fuel mixture and exhaust the exhaust gases. Two turns of the crankshaft are performed per revolution of the camshaft. We should take care of the camshaft, as well as the entire timing, because only then will the engine work properly. Therefore, you should act in time and take care of its repair or replacement.

Camshaft causes of failure and replacement.
Causes of camshaft wear;
- high mileage
- bad lubrication
- wear of the hydraulic regulator or valve
- worn valve lever
- abrasion of the camshaft

Camshaft wear can be recognized by the loss of engine power or its uneven operation.

How to identify camshaft wear:
Although camshaft wear is quite frequent, it is worth taking care to delay its replacement as much as possible. Mechanics also recommend replacing the rocker arms and camshaft bushings (camshaft bearings) together with the camshaft.


The main task of the piston is to collect the mechanical energy of the combusted air-fuel mixture while the engine is running.
The piston has a crown, a hub mount, a piston pin mount, an annular portion, and a support portion.
The piston hub is used to seat the piston pin. As a rule, the hub is at the center of gravity of the piston.
The piston pin connects the connecting rod with the piston and transfers the force generated by the combustion gas from the piston to the connecting rod axle.
The ring part of the piston is in its upper part. The first piston ring seals the cylinder. It is called a sealing (compression) ring. It seals the combustion chamber. The ring on the bottom of the piston is called a collecting (oil) ring. It is used to scrape excess oil from the cylinder wall during the piston movement. There is also a compression-scraper ring, which is placed between the sealing and scraper rings. Its task is to trap gases that have penetrated through the sealing ring and to scrape excess oil from the cylinder bearing surface. The task of the piston rings is to seal the combustion chamber. Transferring heat from the piston to the cylinder and controlling oil consumption.

Wear of the engine pistons
Cracking of the piston crowns and crushing of the piston rings as a result of thermal fatigue are a frequent problem. The development of the automotive industry in recent years has resulted in the fact that the effectiveness of both pistons and piston rings in internal combustion engines depends primarily on the durability of the materials used. cracks in the piston crown area. Notches formed by the edges of the valve cavities are very often places where cracks initiate. Another cause of damage to the piston is its thermal overload. The so-called overheating of the crown. This phenomenon can occur if the oil is changed too infrequently.


The shaft that it made made available our tool that gave rise to the website, made it possible for the user who made it possible to perform its functions. Since a crank is a crank, that is a crank, which is a crank, there is a crankset. Main journals can be written on the axis of the entire crankshaft, and one for each connecting rod. This is where the connecting rod connects to the crankshaft. In fact, where the main journals are, the entire crankshaft is supported on shaft bearings.

Connecting rod regeneration
The shaft is mounted on several sliding specials, which are formed in the form of bushings. In the event that this shows that they are replaced, have the engine overhauled for repair. In such a situation, it was already dismantling the engine system, pistons with connecting rods and the crank mechanism. During the overhaul, the shaft should be strengthened, i.e. time to prepare its journals, on which the bushing works are located. You have to choose new bushings, which should be checked and checked.


The task of the engine head is to close the space where the fuel-air mixture is burned, and which, on the other side, is closed by the piston crown. Another important function of this mechanism is to ensure constant lubrication of the cylinders. The head is mounted on the cylinder block or on the engine casing, together with the piston it forms part of the combustion chamber. The apparatus also includes lugs for valve tappets and space for a cooling block.

Motor head - damage and malfunctions
Sudden and extreme temperature changes are a major cause of cylinder head damage. Another common cause of head problems is damage or burnout of the gasket. Leaking this component can lead to fluid leakage and lower cylinder compression. To minimize the risk of this type of failure, make sure that the head has been correctly installed.

When repair is possible
 Before taking any serious expense measures, it is essential to carefully check the fault. The condition of the head may be so good that it can be regenerated - at least partially. However, it is usually necessary to replace components such as valve guides, for example. Valve seats, shaft and head plane may also require repair

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