Engine Family · BOSCH
F9Q Euro 3

BOSCH 0445110021 for F9Q

BOSCH · Control Valve F00VC01005 · Nozzle 0433175230 (DSLA140P862+) · 1600 bar peak rail pressure peak pressure

Primary SKU 0445110021
Engine Family F9Q
Vehicles 7 fitments
Control Valve F00VC01005
Nozzle Code 0433175230 (DSLA140P862+)
Operating Pressure 1600 bar peak rail pressure
View all 1 SKU → P-Code diagnostics ↓

Vehicle fitment — F9Q

Each row is a verified fitment record from the product's published specification data.

Brand Model Engine code Years Compatible SKUs
Opel Movano 1.9 DTI F9Q 760/762/772/774 2001-2005 0445110021
Opel Vivaro 1.9 DTI/CDTI F9Q 760/762 2001-2006 0445110021
Renault Laguna I/II 1.9 DCI F9Q 718/750/751/752/754 1999-2005 0445110021
Renault Master II 1.9 dCi F9Q 2001-2003 0445110021
Renault Megane I 1.9 DCI F9Q 732/733/738 1999-2003 0445110021
Renault Scenic I 1.9 DCI F9Q 732/740/746/748 1999-2003 0445110021
Renault Trafic II 1.9 DCI F9Q 760/762 2001-2006 0445110021

All BOSCH SKUs for F9Q

Sorted by SKU. Click any card to open its full product page.

044
0445110021
F00VC01005 · 0433175230 (DSLA140P862+)
Compatible vehicles
Laguna I/II 1.9 DCI Megane I 1.9 DCI Scenic I 1.9 DCI Trafic II 1.9 DCI Master II 1.9 dCi Vivaro 1.9 DTI/CDTI Movano 1.9 DTI
Pressure
1600 bar peak rail pressure
View 0445110021 →

P-Code diagnostics — F9Q

The ECU uses these fault codes when an injector or its wiring is out of spec. Read the codes with an OBD-II scanner, then refer to the table below to identify the failing cylinder or group.

P0201–P0206
Single Cylinder Injector Fault (#1–#6)
Open or short circuit in the injector wiring harness or failed control-valve solenoid. Each code corresponds to one specific cylinder (P0201 = cylinder 1, P0202 = cylinder 2, etc.). On high-mileage diesel engines, the most common failure is the solenoid coil winding shorting due to fuel contamination past >150,000 km.
📐 Cut-out test at 1500 rpm: disable each cylinder in turn to identify the failing one.
P0300–P0306
Random / Specific Cylinder Misfire
Misfire detected under load or at idle. Can be caused by a faulty injector, insufficient fuel pressure, clogged nozzle, or failed glow plugs. P0300 is random misfire; P0301–P0306 are cylinder-specific. A failing control valve (low return flow) mimics misfire at low rpm.
➡ Run cylinder cut-out test first to isolate the faulty injector. Check fuel rail pressure before condemning injectors.
P0231 / P0232
Low / High Fuel Rail Pressure Circuit Fault
Rail pressure sensor circuit fault (P0231 = low, P0232 = high). Can trigger P0201–P0206 fault codes as a secondary symptom — the ECU cuts injection when rail pressure is outside safe range. Before replacing injectors, verify HP pump output and pressure regulator operation.
⚙ Measure rail pressure with diagnostic tool. Spec varies by load but rail pressure outside 300–3000 bar is suspect.
P0683 / P0684
Glow Plug Control Module Communication Fault
CAN communication fault between engine ECU and glow plug control module. Symptoms include hard cold start, white smoke on cold idle, and rough running until engine reaches operating temperature.
🔧 Replace glow plugs if >3 years old or resistance >1 Ω measured at 20 °C.

Coil resistance spec: 0.6–1.2 Ω at 20 °C. Measure at the injector plug with the harness disconnected. Out-of-range readings indicate a failed solenoid.

Installation — F9Q

Standard procedure for common-rail diesel injectors. Always follow the OEM service manual for torque values specific to your engine code.

1
Verify before ordering — check the OE nozzle code
Remove the connector cap from the existing injector. Check the OE nozzle code stamped on the solenoid cap. Do not rely on engine code alone. The primary SKU shown above fits F9Q only — verify by nozzle + control valve code on the old injector body before ordering.
2
Depressurise the fuel system
With engine cold, disconnect the battery, remove the HP pump fuse, and crank the engine for 5 seconds. Never crack HP fuel lines while the rail is pressurised — rail pressure can exceed 1,600 bar on common-rail diesels.
3
Remove old injector — use the correct wrenches
HP fuel line nut: 17 mm flare nut wrench (rail side). Injector-side HP line nut: 13 mm. Banjo bolt (return pipe): 13 mm deep socket. Never use an impact wrench on the injector-side nut or hold-down bolt — shock loading cracks the solenoid body.
HP banjo bolt: 9–12 N·m · with new copper washers
4
Install new injector — torque hold-down bolt
Replace all seals: new copper washers on HP banjo connections, new O-rings on low-pressure return line. Reused seals are the #1 cause of post-install fuel leaks. Check injector protrusion with a dial gauge — shim if needed so the injector sits flush with the cylinder head.
Hold-down bolt: see OEM manual (verify against OEM service manual)
5
ECU coding — IMA / Trim coding is mandatory
Each cylinder's ECU requires cylinder-specific calibration coding after installing new injectors. Use Bosch ESI[tronic] 2.0, an OEM-level scanner (e.g. BMW INPA / ISTA, MAN MAN-cats, Bosch KTS 590), or quality aftermarket (Autel MaxiSys, Launch X431). Without coding: rough idle, black smoke, and P0201–P0206 fault codes. After coding, clear all DTCs and road-test under load.
IMA coding takes 10–20 minutes per vehicle — budget time accordingly
6
Post-install verification
Run leak-back test: with engine at idle, check return flow from each injector. Spec: < 50 mL/min per cylinder at 800 bar. Excessive flow = stuck valve seat. After a 30-minute test drive, let engine cool 15 minutes and re-torque the hold-down bolt — thermal cycling relaxes clamping force 5–10%.
HP line flare nut: 25–30 N·m · banjo: 9–12 N·m
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