Russian Plunger

As being in the business line for years,we always keep our steps with the international standard and technics and absorb the advanced producing system.So our products are exported to wide client-base spread across the world.

We serve our customers in a courteous and professional manner.In pursuit of excellence,we also establish an efficient logistics and reaction system.We ensure that all the questions could be answered in the shortest time with satisfaction,all the products be delivery in stipulated frame of time.In general,we are not only producing our products,but also provide the full after-sale service and complete solution.

Our Main Products:

1. VE Pump: Fuel Injection Pump for Isuzu,Jmc,etc.
2. VE Pump Parts: Feed Pump, Cam Plate, Drive Shaft, Solenoid Valve, Roller Ring,Cross Cube,etc.
3. Head Rotor: VE,DPA,DPS,DP200 head rotors for Toyota, Nissan, Mitsubishi, Cummins,Kiv, Isuzu,Iveco,Fiat,etc.
4. Plunger:Type:A,AD,P,PS7100,P8500,MW,PW,PT,/PW2000/BQ/EP9/MW type Plunger etc.
5. Nozzle:Type: S/P/SD/PD/SN/PN Type Nozzle, Yanmar Nozzle, Kamaz Nozzle
6. Repair Kit: VE pump,Lucas,etc
7. Delivery Valve: A/P/Constant Pressure Delivery Valve
8. Pencil Nozzle: Ford, Cat,etc
9. Common Rail Control Valve: Delphi 621C & 622B, Bosch Control Valve, Valve Cap334, Denso Control Calve Plate, EUP/EUI valve
10. Lucas Head Rotor: DPA,DPS,DP200
11. Diesel Fuel Injectors: Bosch,Denso,Delphi
12. Nozzle Tester,Test Bench and other test equipment.
13. Common Rail Nozzle: Bosch Denso Delphi Series Injector Nozzle

Our Advantage:

1.High quality products
2.Strong Suppy Capacity.
3.Capacious warehousing
4.competitive factory price
5.Complete after-sale service system

CHINA-LUTONG is specialize in providing high quality common rail injectors.

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.