0445110122
BOSCH 0445110122 Common Rail Injector for BMW 7 Series E65 / E66 740d 3.9L V8 M67D39
13537788812, 13537788954, 7788812, 7788954F00VC01310DLLA160P1063+1600 barProduct Overview
The Bosch 0445110122 is a solenoid-actuated Common Rail Injector (CRI) engineered for passenger car and light commercial common rail diesel platforms operating at peak dynamic injection pressures up to 1600 bar. Operating within a Euro 4 emission control architecture, this unit provides micro-second response times to facilitate precise multi-pulse injection strategies, including pilot, main, and post-injection sequences. The electro-hydraulic servo design maintains hydraulic equilibrium between the nozzle needle and the high-pressure control chamber to optimize fuel atomization and reduce combustion noise. Its robust internal design ensures consistent dynamic delivery and rail pressure stability under severe duty cycles.
Crucial: Verify OE cross-reference numbers 13537788812 / 13537788954 against vehicle build records prior to installation, and execute mandatory ECU IMA/Trim classification coding to avoid severe cylinder-to-cylinder fuel delivery imbalance.
Vehicle & Engine Fitment
| Vehicle | Engine | Years |
|---|---|---|
| BMW 7 Series (E65 / E66 / E67) 740d 3.9 V8 Bi-Turbo | BMW M67D39 / 39 8D 1 (3.9L V8 Twin-Turbo Diesel 190kW / 258hp) | 2002-2005 |
Technical Specifications
| Specification | Value |
|---|---|
| SKU | 0445110122 |
| Brand | BOSCH |
| Product Type | Complete Solenoid Common Rail Injector Assembly |
| Control ValveCore Spec | 🔗 Shared Valve (2 assemblies):0445110131 |
| Nozzle CodeCore Spec | |
| Engine Family | BMW M67D39 / 39 8D 1 (3.9L V8 Twin-Turbo Diesel 190kW / 258hp) |
| Operating PressureCore Spec | |
| Emission Standard | Euro 4 |
| Magnet Assembly | F00VC30325 |
| Seal Ring Kit | F00VC99002 |
Installation Tips
- Always utilize a two-wrench counter-hold procedure when securing the high-pressure fuel supply line: hold the injector inlet connector hex stationary with an open-ended wrench while torquing the fuel line union nut to 25-28 N·m to prevent twisting the injector body and shearing the internal valve spindle dowel pins.
- Thoroughly clean the cylinder head bore down to bare, unmarred base metal using a dedicated brass-wire brush, install a new copper seal ring from seal kit F00VC99002, and apply a light film of high-temperature non-metallic ceramic anti-seize paste strictly along the injector body shaft, ensuring no compound contacts the nozzle tip or washer seating face.
- Program the unique alphanumeric IMA calibration code into the engine control unit via a professional diagnostic scan tool, then manually prime the low-pressure fuel circuit and bleed air from the rail supply lines before initiating engine cranking to prevent catastrophic dry-running wear on precision control valve components.
Frequently Asked Questions
What is the OE cross-reference for this injector?
The primary Original Equipment cross-references for Bosch injector 0445110122 are 13537788812, 13537788954, 7788812, and 7788954.
What control valve / actuator is used?
This injector utilizes solenoid control valve F00VC01310, magnet assembly F00VC30325, nozzle 0433171690, and seal ring kit F00VC99002.
Does this injector require ECU IMA coding?
Yes. Every unit is manufactured with micro-tolerances that yield individual flow characteristics. The injector-specific alphanumeric IMA (Injector Quantity Compensation) code stamped on the electrical housing head must be entered into the engine management system to allow the ECU to adjust drive pulse timing and maintain equalized cylinder torque.
What are the common failure symptoms and associated DTC codes?
Symptoms include extended cranking, hard starting when hot, unburnt diesel smoke, engine knocking, and cylinder misfires. Common Diagnostic Trouble Codes include P0087 (Fuel Rail/System Pressure - Too Low, resulting from excessive back-leakage past a worn control valve seat), P0201 through P0204 (Injector Circuit / Open or Shorted on cylinders 1-4), and cylinder fuel balance deviation codes such as P1011 or P1012.
What are the proper installation torque specifications?
The injector hold-down clamp fastener must be torqued to OE specifications, typically 9 N·m followed by an angle sweep of 90 to 180°(or a final clamp torque of 21-25 N·m depending on the specific bracket configuration). The high-pressure fuel feed pipe nut requires 25-28 N·m while using a second wrench to counter-hold the injector inlet body.
How do you perform a dynamic back-leakage flow bench test?
Mount the injector in a certified common rail test bench with calibration fluid heated to 40°C. Execute standard test sequences across pre-injection, idle, mid-range, and full-load pressures up to 1600 bar. Back-leakage must not exceed 35 ml/min during low-pressure idle evaluation and must remain under 50 ml/min at maximum rail pressure; excessive leak-off indicates an eroded control valve ball seat or worn control piston chamber.
What is the acceptable solenoid coil electrical resistance?
The internal solenoid coil resistance must measure strictly between 0.25 and 0.50 ohms at 20°C ambient temperature. In addition, insulation resistance between either terminal pin and the metal injector body housing must exceed 100 megohms when tested with an insulation tester at 250V or 500V DC.
Why is the two-wrench installation procedure strictly mandatory?
Applying rotational tightening torque to the high-pressure fuel line union nut without counter-holding the injector inlet transfer nut causes torsional stress across the injector body. This rotational deflection can twist the internal assembly, shear the hardened precision locating dowel pins, misalign control valve F00VC01310, and cause permanent internal hydraulic seal failure.
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.