Will BOSCH 0445110951 fit my vehicle with the CA6DL1/CA6DL2/CA6DM2 engine?

Check the engine code on the build plate (stamped on the cylinder head or block). If it matches CA6DL1/CA6DL2/CA6DM2 and the model year is within the fitment range, the injector will physically fit. Verify the nozzle code and control valve stamped on your old injector body before ordering.

What P-codes indicate a failing injector on CA6DL1/CA6DL2/CA6DM2?

P0201-P0204 (single-cylinder circuit fault), P2146-P2148 (group 1 COM1 circuit), P2149-P2151 (group 2 COM2 circuit), P0231/P0232 (fuel pressure low/high), P1290 (lambda adaptation out of range). Diagnosis: measure coil resistance at the injector plug (spec: 0.6-1.2 ohm at 20 degrees C).

Do I need to code the new injector to the ECU on CA6DL1/CA6DL2/CA6DM2?

Yes. Each injector carries a unique IMA code printed on its label. The ECU stores per-cylinder flow calibration; without the IMA values, the engine will run rough, trigger fault codes, and may fail emissions. Use Bosch ESI[tronic] 2.0, OEM-level scanner, or quality aftermarket (Autel MaxiSys, Launch X431).

What torque values apply to injectors on CA6DL1/CA6DL2/CA6DM2?

HP fuel line flare nut (17 mm) 25-30 N.m, hold-down bolt per OEM spec (typically 20 N.m + 90 degree angle), banjo bolt 9-12 N.m. Never use an impact wrench on the HP line — risk of cracking the fuel rail. Use a calibrated torque wrench and new copper sealing washers.

FuelPartsDB

Name: BOSCH 0445110951 Diesel Injector — CA6DL1/CA6DL2/CA6DM2
Brand: BOSCH
SKU: 0445110951
Availability: InStock

BOSCH 0445110951 for CA6DL1/CA6DL2/CA6DM2

BOSCH · Control Valve F00VC01359 · Nozzle DSLA-series (stamped on nozzle body; not publicly disclosed by Bosch for F00VC01359 group - verify by physical inspection) · 1600 bar peak peak pressure

Primary SKU 0445110951

Engine Family CA6DL1/CA6DL2/CA6DM2

Vehicles 6 fitments

Control Valve F00VC01359

Nozzle Code

DSLA-series (stamped on nozzle body; not publicly disclosed by Bosch for F00VC01359 group - verify by physical inspection)

Operating Pressure 1600 bar peak

Vehicle fitment — CA6DL1/CA6DL2/CA6DM2

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

Brand	Model	Engine code	Years	Compatible SKUs
FAW	J5M	`CA6DL1 7.7L 6-cyl 260-320 PS`	2004-present	0445110951
FAW	J5P	`CA6DL1 7.7L 6-cyl 260-320 PS`	2008-present	0445110951
FAW	J6L	`CA6DL2 8.6L 6-cyl 280-375 PS`	2010-present	0445110951
FAW	J6P	`CA6DL2 8.6L 6-cyl 280-375 PS`	2007-present	0445110951
FAW	JH6	`CA6DM2 11.0L 6-cyl 390-460 PS`	2014-present	0445110951
FAW	Jiefang J5K (CA6DL1)	`CA6DL1 7.7L 6-cyl 260-320 PS`	2008-2017	0445110951

All BOSCH SKUs for CA6DL1/CA6DL2/CA6DM2

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

044

0445110951

F00VC01359 · DSLA-series (stamped on nozzle body; not publicly disclosed by Bosch for F00VC01359 group - verify by physical inspection)

Compatible vehicles

J5M J5P J6P J6L JH6 Jiefang J5K (CA6DL1)

Pressure

1600 bar peak

View 0445110951 →

P-Code diagnostics — CA6DL1/CA6DL2/CA6DM2

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.

P2146

COM1 Group Circuit Fault — Cylinders 1–3

Both P2146 (low) and P2147/P2148 (high) indicate a fault affecting the group of injectors in cylinders 1, 2, and 3 simultaneously. Usually caused by chafing in the wiring harness routed along the valve cover, or a failed injector driver in the ECU.

🔍 Inspect injector harness connector on the valve cover first — harness chafing near the cylinder head is the #1 cause on >100k km engines.

P2149

COM2 Group Circuit Fault — Cylinders 4–6

Same diagnostic approach as P2146, but affecting cylinders 4, 5, and 6 (COM2 group). Often caused by a loose injector connector at the body of cylinder 4 or 5 injector. Also check the ground strap.

🛡 Tighten the injector connector retaining clip on cylinders 4 and 5 before replacing any injectors.

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 — CA6DL1/CA6DL2/CA6DM2

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

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 CA6DL1/CA6DL2/CA6DM2 only — verify by nozzle + control valve code on the old injector body before ordering.

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.

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

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)

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

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