our commpany as the old exhibitor of Automechanika Frankfurt .We still choose the old Position Booth 4.2A12 to meet with new and old customers. We are especially grateful to the Automechanika Frankfurt for providing such a good platform for us. Through these exhibitions, our company has demonstrated our comprehensive strength. We get in touch with and meet some new friends, At the same time, let our partners know more and trust us. As a professional manufacturer of diesel engine injection systems. Our main products are common rail system pump parts and traditional injection pump parts. It includes common rail injector,common rail nozzle, type control valves, type Orifice Plate, Delphi type Control Valves, Acturtor for Volvo,Cat type injector C7,C9,Solenoid Valve for C7C9 and so on .Ve type diesel injection pump parts , Ve Distributor Head Rotor,Feed Pump,Cam Disk,Drive Shaft ,Solenoid Valve, Gasket Kits, Liner, Cross Disk, Roller ,Diesel Plunger (A,AD, P, PS7100,P8500,MW,EP9 type),Injector Nozzle (Dn, DN0PDN ,S , SN, P, PN type),Pencil Nozzle, Diesel Injector and so on . ISO9001:2008 certification Full products range for your demand *Unit price: contact us *Payment terms: T/T, LC or by Western union. *Quality guarantee: Europe standard quality *Delivery time: instant delivery Our Advantage: 1.High quality products cummins pressure relief valve block off 2.Strong Suppy Capacity common rail pressure relief valve 3.Capacious warehousing 5.9 cummins fuel rail plug problems 4.competitive factory price 5.9 cummins fuel rail pressure 5.Complete after-sale service system 2004 dodge ram 3500 pressure relief valve On diesel engines, it features a high-pressure (over 100 bar or 10 MPa or 1,500 psi) fuel rail feeding solenoid valves, as opposed to a low-pressure fuel pump feeding unit injectors (or pump nozzles). Third-generation common-rail diesels now feature piezoelectric injectors for increased precision, with fuel pressures up to 2,500 bar. PUE-Mandy whatsapp:+8613386901265 mandy(at）china-lutong(doc).net The merits of the common rail fuel injection system architecture have been recognized since the development of the diesel engine.Lower fuel pump peak torque requirements. As high speed direct injection (HSDI) engines developed, more of the energy to mix the air with fuel came from the fuel spray momentum as opposed to the swirl mechanisms employed in older, IDI combustion systems. Only high pressure fuel injection systems were able to provide the mixing energy and good spray preparation needed for low PM and HC emissions. To generate the energy required to inject the fuel in approximately 1 millisecond, the conventional distributor pump would have to provide nearly 1 kW of hydraulic power in four 1 ms bursts per pump revolution, thus placing considerable strain on the drive shaft. One of the reasons behind the trend toward common rail systems was to minimize the maximum pump torque requirement. While the power and average torque requirements of the common rail pump were similar, high pressure fuel delivery is to an accumulator and thus the peak flow rate (and peak torque required to drive the pump) does not have to coincide with the injection event as is the case with the distributor pump. Pump discharge flow can be spread out over a longer portion of the engine cycle to keep pump torque demand more even.