0445110864
BOSCH 0445110864 Common Rail Injector for Common Rail Diesel
2410-1112010F00VC01365DLLA150P25991600 bar peak rail pressureProduct Overview
The Bosch 0445110864 is an electromagnetic solenoid-actuated Common Rail Injector (CRI) engineered for light commercial and passenger vehicle standard CRDI platforms operating at dynamic fuel rail pressures up to 1600 bar. Utilizing high-speed solenoid actuation, this unit executes multi-pilot and post-injection strategies with micro-second valve response timing to optimize in-cylinder heat release rates. Operating in tandem with nozzle 0433172599 and internal control valve F00VC01365, it delivers atomized spray patterns engineered to meet stringent Euro 4 particulate and NOx emission standards while sustaining high thermal efficiency.
Technicians must cross-reference vehicle build records and OE cylinder head stampings against cross-reference 2410-1112010 before installation. Programming the unique alphanumeric IMA/trim calibration code into the engine control unit is mandatory to establish proper cylinder-to-cylinder fuel balancing.
Technical Specifications
| Specification | Value |
|---|---|
| SKU | 0445110864 |
| Brand | BOSCH |
| Product Type | Complete Solenoid Common Rail Injector Assembly |
| Control ValveCore Spec | |
| Nozzle CodeCore Spec | |
| Engine Family | Quanchai QC490Q / N490Q (2.5-2.8L small diesel) |
| Operating PressureCore Spec | |
| Emission Standard | Euro 4 |
Installation Tips
- Strictly execute a 2-wrench counter-hold procedure when securing the high-pressure fuel rail supply line: apply an open-ended backing wrench to the injector inlet fitting while torquing the flare nut with a calibrated torque wrench to 25-30 N·m. Torquing without counter-holding induces severe rotational shear on internal alignment dowels and distorts the F00VC01365 valve spindle alignment.
- Ream and clean the injector bore down to virgin cylinder head metal using non-abrasive brass seating tools to eliminate combustion carbon deposits. Install a brand-new, platform-specified copper sealing washer, and apply a thin layer of high-temperature non-metallic ceramic anti-seize paste solely to the injector body shaft, ensuring no compound contacts the nozzle tip or sealing face.
- Input the individual Bosch IMA/trim calibration code stamped on the injector connector housing into the engine control unit using a bidirectional scan tool. Prior to cranking, run manual priming cycles or actuate the low-pressure lift pump via scan tool to bleed all air from the common rail circuit, preventing dry friction damage and internal cavitation erosion.
Frequently Asked Questions
What is the OE cross-reference for this injector?
The direct original equipment cross-reference for Bosch injector 0445110864 is 2410-1112010. Technicians should verify this reference number against the vehicle identification plate or parts catalog prior to service.
What control valve / actuator is used?
This injector utilizes the Bosch solenoid control valve assembly part number F00VC01365, working in combination with nozzle part number 0433172599. The valve manages control chamber pressure discharge to govern needle lift dynamics.
Does this injector require ECU IMA coding?
Yes, ECU IMA (Injector Quantity Adjustment) coding is strictly mandatory. The alphanumeric code stamped on the solenoid head defines manufacturing tolerance offsets across pilot, idle, partial-load, and full-load delivery stages, enabling the engine control unit to adapt fueling maps accurately.
What are the common failure symptoms and associated DTC codes?
Symptoms include hard-start or no-start conditions, rough idle, engine knocking under load, and excessive exhaust smoke. Common Diagnostic Trouble Codes include P0087 (Fuel Rail/System Pressure Too Low, typically caused by control valve seat wash-out and excessive leak-off), P0201 through P0204 (Injector Circuit Open/Short across cylinders 1-4), and cylinder contribution faults such as P0263, P0266, P0269, P0272, or manufacturer-specific cylinder balance codes P1011 and P1012.
What are the proper installation torque specifications?
Secure the injector hold-down clamp to the factory specification of 18 N·m (or initial stage 7-9 N·m followed by final torque of 18 N·m). Torque the high-pressure fuel supply line union nut to 25-30 N·m while counter-holding the inlet fitting, and ensure low-pressure spill-line retaining clips are correctly locked.
How do you perform a dynamic back-leakage flow bench test?
Install the injector on a calibrated common rail test bench with high-pressure fluid lines and graduated return flow tubes. Measure dynamic back-leakage under standardized profiles: at idle pressure (approx. 250-300 bar), back-leakage must remain under 35 ml/min; at maximum rated rail pressure (up to 1600 bar under full load), return flow must not exceed 50 ml/min. Elevated return rates indicate erosion or micro-pitting of the F00VC01365 valve seat.
What is the acceptable solenoid coil electrical resistance?
The solenoid actuator coil resistance must measure between 0.25 and 0.50 ohms at 20°C (68°F) when checked across the terminal pins using a precision digital multimeter. In addition, measure insulation resistance from either pin to the injector metal body with a 500V DC megohmmeter, verifying an open-circuit reading greater than 100 megohms.
Why is the two-wrench installation procedure strictly mandatory?
The two-wrench procedure isolates the internal components from external rotational force. Tightening the high-pressure fuel pipe without counter-holding the injector body inlet transfers severe torsional torque into the internal stack, which can sheer internal locating pins, misalign the F00VC01365 valve guide spindle, and breach internal high-pressure micro-lapped joint seals, causing catastrophic internal leakage.
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.