0261520347
BOSCH 0261520347 High Pressure Fuel Pump Hyundai Kia 1.6T GDI
35320-2B220, 35320-2B140, 35320-2B130, 35320-2B100Integrated Solenoid Fuel Quantity Control Valve-150 barProduct Overview
The Bosch 0261520347 (Hyundai/Kia OE 35320-2B220 / 35320-2B140) is the benchmark OEM mechanical high-pressure fuel pump (HPFP) fitted to Hyundai and Kia Gamma 1.6 T-GDI and Theta II 2.0 T-GDI direct-injection engines. Driven by the exhaust camshaft triangular lobe via a roller tappet, this radial pump compresses fuel from the in-tank electric pump (5.0 bar) up to working pressures of 150 to 200 bar (2175 to 2900 psi). Deployed on popular models such as the Hyundai Sonata, Tucson, Veloster Turbo, Kia Optima (K5), and Sportage, it features an ECM-regulated solenoid control valve that balances fuel volume on demand. Internal diaphragm wear leads to sudden limp-mode power loss, hard warm starts, low rail pressure DTC P0087, and fuel dilution in engine oil.
OIL LEVEL RISE & LIMP MODE CUTOUT WARNING: On Hyundai/Kia 1.6T-GDI engines, a failing high-pressure pump often ruptures its internal plunger bellows seal, pouring unmetered gasoline directly into the camshaft gallery. This causes engine oil levels to rise significantly with a strong fuel smell, destroying engine bearings. Under acceleration, the collapsed rail pressure triggers sudden engine power cutouts (limp mode) and throws DTC P0087 alongside rich trim code P0172.
Vehicle & Engine Fitment
| Vehicle | Engine | Years |
|---|---|---|
| Hyundai Sonata 1.6T | Hyundai / Kia 1.6L Gamma GDI & 1.6T T-GDI (G4FD / G4FJ) | 2015-2019 |
| Hyundai Tucson 1.6 T-GDI | Hyundai / Kia 1.6L Gamma GDI & 1.6T T-GDI (G4FD / G4FJ) | 2015-2021 |
| Hyundai Veloster Turbo 1.6T | Hyundai / Kia 1.6L Gamma GDI & 1.6T T-GDI (G4FD / G4FJ) | 2013-2020 |
| Kia Optima K5 1.6T | Hyundai / Kia 1.6L Gamma GDI & 1.6T T-GDI (G4FD / G4FJ) | 2016-2020 |
Technical Specifications
| Specification | Value |
|---|---|
| Pump Generation | Bosch HDP-5 Mechanical High Pressure Fuel Pump |
| Operating Rail PressureCore Spec | |
| Cam Drive Type | Exhaust Camshaft Triangular Lobe via Roller Tappet |
| Solenoid Metering Valve | Pulse-Width Modulated Electric Quantity Control Valve |
| Pump Flange Mounting Torque | 12 N·m (M6 Bolts, alternating two-step torque) |
| High Pressure Output Pipe Union Torque | 30 N·m (Counter-hold hex body adapter) |
| Tightening Torque | 30 N·m |
| Hold Down Torque | 12 N·m |
| Default Safety Pressure Mode | Mechanical bypass ~5 bar in unpowered solenoid state |
| Operating PressureCore Spec |
Matched High-Pressure Fuel Pump (Fuel Circuit Assembly)
Operates on the same high-pressure rail circuit. When troubleshooting low rail pressure (DTC P0087), verify pump volumetric delivery before replacing injectors.
Installation Tips
Tools needed: 10mm socket, 17mm and 19mm line flare wrenches, Torque wrench calibrated for 12-30 N·m, Clean engine oil for O-ring and roller tappet lubrication, Shop towels and safety glasses for high-pressure fuel bleed-off, GDS diagnostic tool or OBD-II scanner for rail pressure monitoring
- Disconnect the vehicle negative battery cable and pull the fuel pump fuse; crank engine for 5 seconds to relieve low-pressure line pressure.
- Wrap the high-pressure fuel pipe fitting in absorbent shop towels and slowly loosen the 17mm flare nut to release residual rail pressure.
- Disconnect the wiring harness connector from the pump volume control solenoid.
- Release the spring clamp and disconnect the rubber low-pressure fuel inlet hose.
- Remove the two 10mm pump mounting bolts evenly in half-turn increments to prevent cocking against the camshaft lobe.
- Extract the pump from the cylinder head; inspect the roller tappet in the head bore for smooth rotation and wear.
- Clean the cylinder head mounting surface and apply clean engine oil to the new pump O-ring seal.
- Rotate the engine so the camshaft driving lobe is at its base circle (lowest lift point).
- Seat the pump into the bore and tighten the two 10mm mounting bolts alternately until evenly torqued to 12 N·m.
- Thread the high-pressure pipe flare nut by hand; counter-hold the pump body adapter with a 19mm open-end wrench and torque flare nut to 30 N·m.
- Reconnect low-pressure fuel hose and electrical harness connector; cycle ignition to prime fuel system and inspect for leaks.
- Counter-Holding Body Fitting Requirement: When tightening the 17mm steel high-pressure flare nut to 30 N·m, you MUST counter-hold the hex body adapter on the pump with a 19mm open-end wrench. Torquing without counter-holding loosens the internal threaded union and causes high-pressure fuel spraying.
- Camshaft Base Circle Alignment: Always rotate the crankshaft so the camshaft driving lobe is on its base circle before seating the pump. Bolting down the pump against peak cam lobe lift strips the aluminum threads in the cylinder head.
- Oil Change Mandate After Seal Failure: If the pump is replaced due to raw gasoline smell or elevated oil dipstick levels, you MUST perform a complete engine oil and filter change. Fuel-thinned oil quickly wipes out connecting rod bearings and turbocharger bearings.
Frequently Asked Questions
What diagnostic symptoms indicate a bad 0261520347 high pressure fuel pump on Hyundai/Kia 1.6T?
Common symptoms include sudden engine bogging or limp-mode power cutout under hard acceleration, extended cold cranking, raw fuel odor in the engine oil with a rising dipstick level, and DTC P0087 (Fuel Rail/System Pressure - Too Low) accompanied by P0172 (System Too Rich).
Why does my Hyundai Tucson or Kia Optima smell strongly of gasoline on the oil dipstick?
On Gamma 1.6 T-GDI engines, the HPFP is mounted directly over the camshaft valley. When the internal plunger shaft seal ruptures, high-pressure fuel leaks past the seal directly into the engine oil cavity. If your dipstick smells like gasoline and the level is over the 'Full' mark, the HPFP seal has failed.
Can a failing 1.6T GDI HPFP cause sudden power cutoffs at highway speeds?
Yes. When demand peaks under boost, a failing pump cannot maintain 150 bar of rail pressure. As soon as pressure drops below 50 bar, the ECM enters safety limp mode, abruptly cutting throttle and limiting engine speed to protect the engine from severe lean detonation.
Does the 0261520347 HPFP require ECU adaptation reset or coding?
No coding is required. However, clearing the ECM learned fuel trim adaptations with a scan tool after installation allows the computer to calibrate the new pump flow characteristics immediately without waiting for long-term trim adaptation.
Say this to the shop: How can the technician confirm the HPFP is failed before replacing it?
Ask the technician: 'Please hook up a scan tool and log Fuel Rail Pressure Desired versus Actual under full-throttle 3rd-gear acceleration. If low-pressure feed holds steady at 5.0 bar while actual rail pressure falls 50+ bar below desired pressure setting P0087, we have confirmed HPFP failure without guessing.'
Diagnostic Trouble Codes & Fault Protocols
Common diagnostic trouble codes (DTCs) triggered when this common rail injector experiences wear, circuit faults, or calibration drift:
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.
Cross-Reference & Compatibility
Sister parts, same-platform variants, and known incompatibilities.
Technical Diagnostic & Service Protocols
Authoritative field procedures, diagnostic testing thresholds, and service SOPs for this assembly.