0261520288
BOSCH 0261520288 Pompa Wysokiego Ciśnienia VW Audi EA888
06L127025N, 06L127025M, 06L127025P, 06L127025K, 06L127025JIntegrated Solenoid Quantity Control Valve (MSV)-200 barOpis produktu
The Bosch 0261520288 is an OE-grade HDP-5 mechanical high-pressure fuel pump (HPFP) engineered for Volkswagen and Audi EA888 Gen 3 1.8T and 2.0T TSI/TFSI direct injection engines. Operating at rail pressures up to 200 bar (2900 psi), this compact radial pump is driven by a 4-lobe cam on the exhaust camshaft via a rolling contact follower. It features an integrated digital quantity control solenoid (MSV) modulated by the engine ECU (Simos 18) to deliver exact rail demand across all throttle profiles. Widely fitted to the Golf GTI Mk7, Golf R, Audi S3 8V, A4 B9, and Q5 FY, this pump restores baseline high-pressure delivery, cures warm extended cranking, and eliminates limp-mode power loss triggered by high-pressure dropouts.
ROLLER TAPPET & OIL DILUTION INSPECTION: Always replace the roller tappet (06L109311) whenever installing a new 0261520288 pump. A flaking DLC coating on the roller destroys the new pump piston foot within 500 miles. If replacing due to DTC P0087 or P0172, smell the engine oil dipstick: an internal high-pressure plunger seal leak pushes raw gasoline directly past the cylinder head into the crankcase, causing catastrophic oil thinning and rod bearing failure.
Zastosowanie w pojazdach i silnikach
| Pojazd | Silnik | Lata produkcji |
|---|---|---|
| Volkswagen Golf GTI / R Mk7 / Mk7.5 | Volkswagen / Audi EA888 Gen 3 & Gen 3B (1.8L & 2.0L TSI / TFSI CHHB / CJXC / CYFB) | 2013-2021 |
| Audi S3 8V / TTS 8S | Volkswagen / Audi EA888 Gen 3 & Gen 3B (1.8L & 2.0L TSI / TFSI CHHB / CJXC / CYFB) | 2014-2020 |
| Audi A4 B9 / A5 F5 / Q5 FY | Volkswagen / Audi EA888 Gen 3 & Gen 3B (1.8L & 2.0L TSI / TFSI CHHB / CJXC / CYFB) | 2016-2022 |
| Volkswagen Arteon / Passat B8 / Tiguan | Volkswagen / Audi EA888 Gen 3 & Gen 3B (1.8L & 2.0L TSI / TFSI CHHB / CJXC / CYFB) | 2015-2022 |
Specyfikacja techniczna
| Parametr | Wartość |
|---|---|
| Pump Technology | Bosch HDP-5 Compact Mechanical High-Pressure Pump |
| Maximum Rail PressureGłówny parametr | |
| Idle Base Pressure | 40-50 bar (580-725 psi) |
| Drive Type | Exhaust Camshaft 4-Lobe Actuation |
| Follower Type | Roller Tappet (OE 06L109311) |
| Control Valve TypeGłówny parametr | |
| Control Valve ResistanceGłówny parametr | |
| Flange Mounting Torque | 8-10 N·m (Alternating incremental pass) |
| High Pressure Flare Nut Torque | 27-30 N·m (Counter-hold fitting with 17mm) |
| Tightening Torque | 27-30 N·m |
| Moment dokręcania jarzma | 8-10 N·m |
| Low Pressure Quick-Connect | Push-lock barbed with locking clip |
| Ciśnienie roboczeGłówny parametr |
Dopasowana pompa wysokiego ciśnienia (Układ paliwowy)
Pracuje w tym samym układzie Common Rail wysokiego ciśnienia. Przy spadku ciśnienia (P0087) sprawdź wydatek pompy przed wymianą wtryskiwaczy.
Wskazówki montażowe
Wymagane narzędzia: 17mm line crowfoot wrench and open-end counter-holding wrench, Torx T30 socket and calibrated low-range torque wrench (5-25 N·m), New roller tappet follower (VW OE 06L109311) and Viton O-ring seal, VCDS, ODIS, or bidirectional OBD scanner for fuel pressure bleeding and live adaptation
- De-pressurize the fuel system: pull the low-pressure fuel pump fuse or actuate fuel pressure discharge in diagnostic software; crank briefly until rail pressure drops below 10 bar.
- Disconnect the negative battery terminal and unplug the electrical connector from the quantity control valve solenoid.
- Using a 17mm open-end wrench to counter-hold the pump outlet fitting, loosen the 17mm high-pressure flare line nut to vent residual pressure; capture residual gasoline with absorbent shop towels.
- Remove the low-pressure supply hose spring clamp and detach the flexible rubber line from the pump inlet barb.
- Loosen the two Torx T30 mounting bolts evenly in half-turn increments to relieve spring tension from the internal plunger spring without binding the pump bore.
- Extract the old pump and withdraw the roller tappet from the cylinder head cavity; inspect the camshaft lobe for scoring or abnormal wear steps.
- Coat the new roller tappet (06L109311) with clean synthetic engine oil and slide it into the bore, confirming free axial movement.
- Fit a new Viton O-ring lubricated with clean oil onto the 0261520288 pump body; rotate the crankshaft by hand until the camshaft pump lobe is on its base circle (lowest lift point) to minimize spring pushback.
- Insert the pump straight into the mounting bore and hand-thread the two Torx bolts; tighten both bolts incrementally and evenly to 8-10 N·m.
- Hand-thread the high-pressure steel line flare nut to prevent cross-threading. Counter-hold the pump outlet hex with a 17mm wrench and torque the flare nut to 27-30 N·m.
- Reattach the low-pressure inlet line with a new spring clamp, reconnect the solenoid harness, prime the low-pressure fuel pump 3 times via ignition key cycles, and verify zero leaks before starting.
- Base Circle Positioning Mandate: Never force the pump into the bore against full cam lobe lift. Doing so tilts the mounting ears, bends the Torx mounting bolts, or fractures the aluminum pump housing before reaching torque. Turn the engine until the roller sits at the lowest cam lift point.
- Counter-Hold High-Pressure Fitting: The outlet fitting on the Bosch HDP-5 is threaded into the aluminum body. Tightening the line flare nut without counter-holding the hex fitting can twist the internal check valve, causing permanent internal leakage or thread strip.
- Crankcase Oil Dilution Hazard: When an HPFP fails with an internal plunger shaft seal rupture, raw fuel vents down through the cylinder head drain passages. Always change the engine oil and filter immediately following HPFP replacement if fuel odor is detected in the crankcase.
Najczęściej zadawane pytania (FAQ)
What diagnostic trouble codes indicate a failing Bosch 0261520288 HPFP on EA888 Gen 3?
Primary codes include P0087 (Fuel Rail/System Pressure Too Low), P0088 (Fuel Rail Pressure Too High due to stuck MSV valve), P0172 (Fuel System Too Rich Bank 1 caused by fuel leaking past the plunger seal into engine oil), and P0300/P0301-P0304 random cylinder misfires under wide-open throttle.
Why does my engine oil smell like gasoline when the HPFP goes bad?
The mechanical pump plunger is driven directly off the exhaust camshaft inside the cylinder head. When the internal high-pressure dynamic seal fails, pressurized fuel (up to 200 bar) pushes past the shaft seal and washes directly into the valvetrain oil passages, severely diluting the motor oil.
Do I need to replace the roller tappet every time I replace the HPFP?
Yes. The roller tappet (06L109311) bears significant cyclical contact stress from the 4-lobe camshaft. Reusing an old follower with microscopic surface pitting or needle bearing play will accelerate wear on the new pump's spring foot and can destroy the camshaft lobe.
What should fuel rail pressure read at idle and wide-open throttle on EA888 Gen 3?
At warm idle, specified fuel rail pressure is typically 35 to 50 bar (500 to 725 psi). Under wide-open throttle (WOT) at peak torque, target rail pressure climbs to 180 to 200 bar (2600 to 2900 psi). An actual rail pressure dropping more than 15 bar below specified under load confirms pump delivery failure.
Say this to the shop: How do I prevent being overcharged for misfire diagnostics?
Ask the technician: 'Before replacing coils or injectors for P0087 and P0172, please run a live fuel rail pressure delta test at WOT, inspect the roller follower for DLC wear, and check oil dilution on the dipstick.' This prevents premature injector replacement when the HPFP shaft seal is the true culprit.
Kody Bledow (DTC) i Protokoly Diagnostyczne
Typowe diagnostyczne kody usterek (DTC) wyzwalane w przypadku zuzycia, awarii obwodu lub rozkalibrowania tego wtryskiwacza common rail:
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.
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Techniczne Protokoły Diagnostyki i Serwisu
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