0445110250
BOSCH 0445110250 Common Rail Injector for Ford Ranger / Mazda BT-50 2.5 TDCi
WLAA13H50F00VC01349DLLA155P14931600 barProduct Overview
The Bosch 0445110250 is a high-precision solenoid-actuated Common Rail Injector (CRI) engineered for WL3, WLC, WLAA, and WLT diesel engines operating at peak dynamic rail pressures up to 1600 bar. Utilizing high-speed electromagnetic actuation via magnet assembly F00VC30308 and control valve F00VC01349, this assembly delivers rapid micro-second multi-pulse fuel metering, incorporating pilot, main, and post-injection events. Its precision-honed nozzle 0433171921 optimizes fuel atomization and combustion efficiency inside the cylinder to strictly satisfy Euro 3 / Euro 4 emission standards.
Technicians must physically verify the stamped Bosch SKU 0445110250 and OEM reference WLAA13H50 against the vehicle
Vehicle & Engine Fitment
| Vehicle | Engine | Years |
|---|---|---|
| Ford Ranger II (ES) 2.5 TDCi | Mazda WL 2.5 CRDi (WL3 / WLC / WLAA) | 2006-2011 |
| Ford Ranger II (ES) 2.5 TDCi 4x4 | Mazda WL 2.5 CRDi (WL3 / WLC / WLAA) | 2006-2011 |
| Mazda BT-50 2.5 CRDi | Mazda WL 2.5 CRDi (WL3 / WLC / WLAA) | 2006-2012 |
| Mazda BT-50 2.5 CRDi 4x4 | Mazda WL 2.5 CRDi (WL3 / WLC / WLAA) | 2006-2012 |
Technical Specifications
| Specification | Value |
|---|---|
| SKU | 0445110250 |
| Brand | BOSCH |
| Product Type | Complete Solenoid Common Rail Injector Assembly |
| Control ValveCore Spec | |
| Nozzle CodeCore Spec | |
| Engine Family | Mazda WL 2.5 CRDi (WL3 / WLC / WLAA) |
| Operating PressureCore Spec | |
| Emission Standard | Euro 3 / Euro 4 |
| Magnet Assembly | F00VC30308 |
| Seal Ring Kit | F00VC99002 |
Installation Tips
- Always employ a mandatory two-wrench counter-hold technique during high-pressure fuel line installation: secure the injector high-pressure inlet hex with an open-end counter-hold wrench while tightening the fuel line union nut to the exact specification of 22-28 N·m, after securing the hold-down clamp bolt to 28-30 N·m. Failing to counter-hold the inlet fitting transfers torsional stress into the housing, causing internal control valve spindle shear damage and alignment dowel pin failure.
- Recondition the cylinder head injector bore down to clean base metal using a dedicated brass seat reamer, install a new copper combustion flame washer alongside seal ring kit F00VC99002, and apply a thin film of non-metallic high-temperature ceramic anti-seize paste strictly to the injector body shaft (never on the nozzle 0433171921 tip) to prevent galvanic seizing in the aluminum cylinder head.
- Program the new injector IMA flow compensation code into the ECU using an OEM-level diagnostic scan tool, and thoroughly bleed and prime the low-pressure fuel supply circuit before cranking the engine to prevent dry-running and hydro-mechanical scuffing of control valve F00VC01349.
Frequently Asked Questions
What is the OE cross-reference for this injector?
Bosch injector SKU 0445110250 cross-references directly to the original equipment part number WLAA13H50, validated for fitment on WL3, WLC, WLAA, and WLT diesel engine platforms.
What control valve / actuator is used?
This injector utilizes hydraulic control valve assembly F00VC01349 actuated by electromagnetic solenoid magnet assembly F00VC30308, paired with nozzle 0433171921 and internal seal ring kit F00VC99002.
Does this injector require ECU IMA coding?
Yes. Each 0445110250 injector has an alphanumeric IMA calibration code laser-etched onto the top cap. This code must be programmed into the ECU to compensate for micro-tolerances in hydraulic flow across the operating pressure curve, preventing rough idling, knock, and cylinder balancing faults.
What are the common failure symptoms and associated DTC codes?
Typical failure symptoms include extended cranking/no-start when hot, rough idle, metallic combustion knock, and black exhaust smoke. Common Diagnostic Trouble Codes (DTCs) include P0201-P0204 (injector solenoid circuit open or shorted to ground/voltage), P0087 (fuel rail pressure too low caused by erosion of control valve F00VC01349 seat and excessive return back-leakage), and P1011/P1012 (fuel rail pressure regulation and cylinder balancing out of range).
What are the proper installation torque specifications?
The injector hold-down clamp bolt must be tightened to an exact torque of 28-30 N·m. The high-pressure fuel line union nut must be torqued to 22-28 N·m while strictly counter-holding the injector inlet connector.
How do you perform a dynamic back-leakage flow bench test?
When testing on an authorized common rail test bench or performing an on-vehicle graduated return flow evaluation, simulated idle back-leakage must remain <= 35 ml/min, and full-load return flow at 1600 bar must not exceed <= 50 ml/min. Return flow exceeding these limits indicates severe seat cavitation in control valve F00VC01349 or internal failure of seal ring kit F00VC99002.
What is the acceptable solenoid coil electrical resistance?
Measured across the two electrical terminal pins at an ambient temperature of 20° Celsius, the solenoid coil resistance of magnet assembly F00VC30308 must fall between 0.25-0.50 ohms. Additionally, insulation resistance between either terminal pin and the metallic injector body must exceed 10 Megaohms at 50V DC.
Why is the two-wrench installation procedure strictly mandatory?
Applying 22-28 N·m of rotational torque to the high-pressure fuel line union nut without bracing the injector inlet hex transmits twisting forces directly into the threaded nozzle retaining nut and upper housing. This rotational shift shears the internal locating pins of nozzle 0433171921, distorts the high-pressure sealing surfaces, and binds the precision-lapped spindle inside control valve F00VC01349.
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.
Technical Diagnostic & Service Protocols
Authoritative field procedures, diagnostic testing thresholds, and service SOPs for this assembly.