06M127025G
BOSCH 06M127025G Pompe Haute Pression Porsche Audi EA839 V6
06M127025G, 06M127025K, 06M127025Q, 06M127025R, 0261520448Integrated Solenoid Quantity Control Valve (N290)-250 barPrésentation du produit
The Bosch 06M127025G (Audi/Porsche OE 06M127025K / 06M127025Q / Bosch 0261520448) is the factory benchmark high-pressure mechanical fuel pump for Porsche and Audi EA839 2.9T Twin-Turbo and 3.0T Single-Turbo TFSI V6 engines. Driven directly by the camshaft within the inner valley via a precision roller tappet, this third-generation Bosch HDP-5 pump delivers operating rail pressures up to 250 bar (3625 psi). Standard on performance models including the Porsche Macan GTS, Cayenne, Panamera, and Audi S4, S5, RS4, RS5, and SQ5, it ensures ultra-fine fuel atomization under peak turbo boost. Failure leads to prolonged warm cranking, full-throttle power cuts, diagnostic codes P0087 (VAG P008700 - fuel pressure too low), and P310B (low pressure fuel regulation).
HOT-V VALLEY THERMAL STRESS & 250-BAR SAFETY WARNING: On Porsche and Audi EA839 V6 engines, the high-pressure fuel pump operates inside the
Compatibilité véhicules et motorisations
| Véhicule | Moteur | Années |
|---|---|---|
| Porsche Macan GTS / Turbo 2.9T | Audi / Porsche EA839 (2.9L BiTurbo & 3.0L V6 Turbo TFSI CWGD / DECA) | 2019-2023 |
| Audi S4 / S5 3.0T B9 | Audi / Porsche EA839 (2.9L BiTurbo & 3.0L V6 Turbo TFSI CWGD / DECA) | 2017-2023 |
| Audi RS4 / RS5 2.9T B9 | Audi / Porsche EA839 (2.9L BiTurbo & 3.0L V6 Turbo TFSI CWGD / DECA) | 2018-2023 |
Spécifications techniques
| Spécification | Valeur |
|---|---|
| Pump Generation | Bosch HDP-5 Gen 3 High Pressure Mechanical Pump |
| Operating Rail PressureSpéc. clé | |
| Cam Drive Type | Inner Engine Valley Camshaft via Roller Tappet |
| Roller Tappet Part Number | VAG OE 06H109311B (Inspect roller bearing) |
| Integrated Component | Solenoid Fuel Metering Valve (N290) |
| Flange Fastener Torque | 9 N·m (Torx M6, alternating two-step torque) |
| High Pressure Line Union Torque | 30 N·m (Counter-hold body adapter) |
| Tightening Torque | 30 N·m |
| Couple de serrage de bride | 9 N·m |
| Default Safety Pressure Mode | Mechanical bypass ~6.0 bar low pressure feed |
| Pression de serviceSpéc. clé |
Pompe haute pression associée (Ensemble circuit de carburant)
Fonctionne sur le même circuit haute pression Common Rail. En cas de chute de pression (P0087), vérifier le débit de la pompe avant de remplacer les injecteurs.
Conseils de montage
Outils nécessaires : 17mm open-end line flare wrench and 19mm backup wrench, Torque wrench calibrated for 9-30 N·m, T30 Torx socket and extension, Clean engine oil for Viton O-ring seal lubrication, ODIS, VCDS, or PIWIS diagnostic scan tool for rail depressurization
- Connect diagnostic scan tool (ODIS/VCDS/PIWIS) and run guided function 'Fuel System Depressurization' to bleed 250-bar rail pressure.
- Disconnect vehicle battery ground; allow Hot-V valley to cool completely to avoid heat burns.
- Wrap high-pressure pipe union in absorbent shop rags and slowly loosen the 17mm steel line flare nut.
- Disconnect electrical wiring connector from the N290 fuel quantity metering valve.
- Disconnect the low-pressure fuel supply feed line spring clamp and remove hose.
- Loosen the two T30 mounting bolts evenly half a turn at a time to release plunger spring tension.
- Remove the pump from the housing; extract roller tappet 06H109311B and inspect the roller face for scoring or flat spots; replace if worn.
- Clean the mounting bore surface and coat the new pump Viton O-ring with clean engine oil.
- Rotate the crankshaft so the camshaft driving lobe is on its base circle (lowest lift point).
- Insert lubricated roller tappet into bore, seat the pump onto the housing, and start mounting bolts finger-tight.
- Torque the two mounting bolts alternately in two steps to 9 N·m.
- Thread high-pressure steel line flare nut by hand; counter-hold the pump body adapter with a 19mm wrench and torque flare nut to 30 N·m.
- Reconnect low-pressure fuel hose and N290 electrical connector; cycle ignition to prime fuel system and verify zero fuel leaks.
- Counter-Holding Body Union Rule: When tightening the 17mm high-pressure steel pipe flare nut to 30 N·m, you MUST counter-hold the pump hex adapter with a 19mm open-end wrench. Torquing against the pump body damages internal sealing threads.
- Camshaft Base Circle Alignment: Always rotate the camshaft so the driving lobe is on base circle before torquing pump flange bolts. Torquing against peak lobe lift cross-threads aluminum threads in the cylinder head.
- ODIS/PIWIS Adaptation Reset: After replacing the HPFP on EA839 engines, perform 'Reset Fuel Rail High Pressure Adaptations' so the engine control unit recalibrates volume delivery characteristics immediately.
Questions fréquentes et diagnostic
What diagnostic fault codes indicate a bad 06M127025G HPFP on Porsche Macan or Audi S4/S5?
The primary fault is DTC P008700 (Fuel Rail/System Pressure - Too Low), triggering engine limp mode and EPC warning under full acceleration. Often accompanied by P310B (Low Pressure Fuel System Regulation), indicating unmetered pressure drops in the fuel circuit.
Why does my Audi S4 or Porsche Cayenne have an extended warm restart crank?
When the internal one-way check valve in the 06M127025G pump fails, residual rail pressure bleeds down quickly after hot shut-down. The engine must crank for several seconds to re-pressurize the fuel rail above the direct injection threshold.
Can thermal stress in the Hot-V engine valley cause HPFP failure on EA839 engines?
Yes. Because the EA839 locates turbochargers in the central Hot-V, ambient radiant temperatures around the HPFP are severe. Thermal cycling degrades the internal N290 volume control solenoid coil, resulting in intermittent pressure regulation dropouts when hot.
Say this to the shop: How can the technician verify HPFP failure without guessing?
Ask the technician: 'Please hook up ODIS or VCDS and log High Fuel Pressure (Specified vs Actual) and Fuel Pump Delivery Rate during a 3rd-gear WOT pull. If actual pressure collapses 50+ bar below 250 bar while low-pressure pump duty is normal, the HPFP is confirmed bad.'
Codes de Defaut (DTC) & Protocoles de Diagnostic
Codes de defaut diagnostiques (DTC) courants déclenchés lorsque cet injecteur common rail subit une usure, des pannes de circuit ou une dérive d'étalonnage:
Fuel Rail / System Pressure Too Low
Excessive internal backleak from worn control valve seats drops common rail pressure below target under engine load.
Injector Circuit Malfunction / Open Circuit
Solenoid coil resistance drift (0.2-0.5 Ω) or piezo stack degradation triggers driver stage shutdown on affected cylinders.
Cylinder Misfire & Balancing Deviation
Carbon-clogged nozzle spray holes or missing IMA calibration causes uneven cylinder contribution. Recode ECM and verify washer seating.
Fuel Rail / System Pressure Too High
Spill line backpressure or stuck metering valve prevents rail depressurization, creating overpressure risks under load.
Références croisées et compatibilité
Pièces sœurs, variantes de même plateforme et incompatibilités connues.
Protocoles Techniques de Diagnostic & Réparation
Procédures d'atelier vérifiées, seuils de test et guides d'intervention pour cet ensemble.