0261520521
BOSCH 0261520521 Pompa Wysokiego Ciśnienia 350 Bar BMW B58TU
13518631642, 13518631641, 8631642, 8631641Integrated High-Speed Solenoid Quantity Control Valve-350 barOpis produktu
The Bosch 0261520521 (BMW OE 13518631642) is the state-of-the-art HDP-6 mechanical high-pressure fuel pump operating at an industry-leading 350 bar (5076 psi). Factory equipment on the BMW B58 Technical Update (B58TU) found in the M340i G20, G30 540i, and Toyota GR Supra A90, this pump provides superior gasoline atomization, faster combustion burn rates, and reduced particulate emissions. Beyond its OE replacement role, the 0261520521 is universally recognized in the tuning community as the mandatory fuel delivery upgrade for first-generation B58 engines (F30 340i, M240i), supporting full E30/E50 ethanol blends and Stage 2+ calibrations exceeding 500 wheel horsepower without rail pressure collapse.
GEN 1 B58 RETROFIT WIRING ORIENTATION: When upgrading a Gen 1 B58 (F30 340i / F22 M240i) to the 350-bar B58TU pump, the quantity control electrical connector orientation is clocked 180° opposite the factory harness. You MUST use an extension harness pigtail; never twist or strain the factory engine loom. Additionally, inspect the high-pressure steel delivery rail: cross-threading the M14 flare nut into the pump body requires replacing the entire pump assembly.
Zastosowanie w pojazdach i silnikach
| Pojazd | Silnik | Lata produkcji |
|---|---|---|
| BMW M340i G20 / 540i G30 / X3 M40i | BMW B38 / B48 / B58 Modular TwinPower Turbo (1.5L / 2.0L / 3.0L & TU) | 2019-2024 |
| Toyota GR Supra A90 (B58 3.0T) | BMW B38 / B48 / B58 Modular TwinPower Turbo (1.5L / 2.0L / 3.0L & TU) | 2019-2024 |
| BMW 330i G20 / 430i G22 | BMW B38 / B48 / B58 Modular TwinPower Turbo (1.5L / 2.0L / 3.0L & TU) | 2019-2024 |
| BMW 340i F30 / M240i F22 (Retrofit) | BMW B38 / B48 / B58 Modular TwinPower Turbo (1.5L / 2.0L / 3.0L & TU) | 2015-2019 |
Specyfikacja techniczna
| Parametr | Wartość |
|---|---|
| Pump Generation | Bosch HDP-6 350-Bar High Pressure Fuel Pump |
| Maximum Operating PressureGłówny parametr | |
| Base Idle Pressure | 50-70 bar (725-1015 psi) |
| Drive Cam Profile | Intake Camshaft Triple-Lobe Profile |
| Follower Mechanism | Roller Tappet with Anti-Rotation Keyway |
| OEM Reference | BMW 13518631642 / 13518631641 |
| Flange Fastener Torque | 12 N·m + 45° angle torque (M8 Torx) |
| Fuel Rail Hard Line Torque | 30-33 N·m (Clean dry threads) |
| Tightening Torque | 30-33 N·m |
| Moment dokręcania jarzma | 12 N·m + 45° |
| Low Pressure Feed Requirement | Minimum 5.5 bar (LPFP supply pressure) |
| Tuning Retrofit Capability | Plug-and-play for Gen 1 B58 (Wiring harness extension required) |
| 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: Torx E10 socket and calibrated torque wrench (5-30 N·m), 17mm and 19mm open-end wrenches for fuel line counter-holding, New cylinder head pump profile gasket and roller tappet follower, BMW ISTA/D or ProTool diagnostic software for system venting and rail pressure logging
- Relieve fuel rail residual pressure via ISTA service function: 'Service Functions > Engine > Bleed / Depressurize High-Pressure Fuel System'.
- Disconnect the 12V battery in the trunk to disable the in-tank electric lift pump from priming during door opening.
- Remove the engine acoustic cover, intake air pipe, and sound insulation around the rear cylinder head fuel pump location.
- Disconnect the wiring harness plug from the integrated quantity control valve at the top of the pump.
- Counter-hold the pump outlet hex fitting with a 19mm wrench and loosen the high-pressure steel pipe union nut with a 17mm flare wrench.
- Loosen and remove the low-pressure supply rubber hose spring clamp and detach the feed line, catching residual fuel with clean lint-free towels.
- Remove the two Torx E10 mounting bolts alternately in half-turn steps to balance internal spring tension.
- Withdraw the pump body; extract the roller follower and examine the internal needle bearing and camshaft contact face for any wear grooves.
- Lubricate the new profile seal ring and install it onto the pump pilot boss; verify the roller follower is properly seated in its anti-rotation track.
- Position the engine intake camshaft so the pump drive lobe is at base circle; align the pump flange and hand-start both E10 bolts.
- Torque the mounting bolts evenly to 12 N·m, followed by an additional 45-degree angle turn.
- Hand-thread the high-pressure line union nut to full engagement, counter-hold the pump fitting, and torque to 30-33 N·m.
- Reattach the low-pressure feed line, connect the electrical harness (or extension pigtail for retrofits), reconnect the battery, run the in-tank pump priming routine via ISTA, and check for leaks at idle.
- Angle Torque Procedure: The mounting bolts on BMW B58TU pumps utilize torque-to-yield clamp strategy into the cylinder head. Always torque to 12 N·m first, then complete the 45-degree angle pass. Overtightening will strip the aluminum cylinder head threads.
- Low-Pressure Feed Starvation: If rail pressure collapses under WOT after installing this pump, verify the in-tank LPFP (EKP module). The 350-bar pump requires at least 5.5 bar of stable low-pressure delivery; a weak in-tank pump will cavitate the HDP-6, triggering false pump failure codes.
- Free-Floating Pipe Alignment: Never pull the rigid high-pressure line into alignment using the union nut threads. The line must line up squarely by hand before engaging wrench flats; forced angular alignment damages the spherical seating flare.
Najczęściej zadawane pytania (FAQ)
What diagnostic codes appear when the 0261520521 HPFP fails on BMW B58TU?
Frequent DTCs include generic OBD-II P0087 (Fuel Rail Pressure Too Low), BMW factory code 11A002 (Fuel rail pressure plausibility: pressure too low), 11A031 (Low pressure fuel system electric fuel pump: delivery rate too low), and 118001 / 118002 (Quantity control valve circuit open or shorted). Under acceleration, the car enters drivetrain malfunction limp mode.
Can I install the 0261520521 pump onto a Gen 1 B58 engine without tuning?
Yes. The physical plunger volume and internal valving can be driven on factory Gen 1 B58 software because the ECU uses closed-loop fuel rail pressure control. However, to extract higher ethanol output or raise peak rail pressure above 200 bar, custom software (such as bootmod3 or MHD) is required.
Why does B58TU run 350 bar while Gen 1 runs 200 bar?
The 350-bar injection pressure produces dramatically smaller gasoline droplet sizes (Sauter Mean Diameter reduced by ~30%), accelerating fuel-air homogenization, reducing soot particulate emissions, and curbing low-speed pre-ignition (LSPI) knock at higher boost levels.
Does the B58TU HPFP require cam follower replacement?
While the B58TU utilizes a keyed roller tappet with excellent durability, we recommend replacing the follower or thoroughly inspecting the roller bearing every 60,000 miles, especially on tuned vehicles with upgraded valve springs and higher camshaft lobe speeds.
Say this to the shop: How do I verify a failing HPFP vs low-pressure pump failure?
Ask the technician: 'Please log both low-pressure rail sensor data (72-95 psi baseline) and high-pressure rail actual vs target during a 3rd-gear pull. If low-pressure drops below 65 psi before high-pressure collapses, the problem is the in-tank LPFP/EKP, not the high-pressure pump.'
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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