Engine Family · BOSCH
OM668.942 Euro 3

BOSCH 0445110115 for OM668.942

BOSCH · Control Valve F00VC01024 · Nozzle DLLA156P1155+ · 1,350 bar peak peak pressure

Primary SKU 0445110115
Engine Family OM668.942
Vehicles 2 fitments
Control Valve F00VC01024
Nozzle Code DLLA156P1155+
Operating Pressure 1,350 bar peak
Hold-down Torque 5 N m
View all 1 SKU → P-Code diagnostics ↓

Vehicle fitment — OM668.942

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

Brand Model Engine code Years Compatible SKUs
Mercedes-Benz A-Class W168 A 160 CDI OM668.940 / OM668.941 1998-2004 0445110115
Mercedes-Benz A-Class W168 A 170 CDI OM668.942 1998-2004 0445110115

All BOSCH SKUs for OM668.942

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

044
0445110115
F00VC01024 · DLLA156P1155+
Compatible vehicles
A-Class W168 A 160 CDI A-Class W168 A 170 CDI
Pressure
1,350 bar peak
View 0445110115 →

P-Code diagnostics — OM668.942

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 — OM668.942

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 OM668.942 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: 5 N m (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: 5 N m · banjo: 9–12 N·m
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