0445116024
BOSCH 0445116024 Common Rail Piezo Injector for BMW N47 2.0d & N57 3.0d
13537805428, 7805428, 13537805429, 7805429, 0986435394Piezo Actuator ModuleDLLA148P16882000 barProduct Overview
The Bosch 0445116024 is a third-generation (CRI3-20) piezoelectric common rail diesel fuel injector engineered for BMW four-cylinder N47 (2.0L) and six-cylinder N57 (3.0L) Euro 4 and Euro 5 powerplants. Utilizing a multi-layer piezoceramic crystal actuator stack acting directly on the hydraulic servo-valve, this unit achieves opening and closing response times under 100 microseconds—approximately three times faster than conventional solenoid actuators. Operating at dynamic rail pressures up to 2000 bar, it supports up to five distinct injection pulses per power cycle (two pilot injections, main combustion, and two post-injections for DPF thermal regeneration). Paired with precision nozzle 0433172081 (DLLA148P1688), it provides exceptionally fine fuel atomization, reduced particulate emissions, and quiet diesel combustion across the entire engine operating envelope.
Crucial Workshop Precaution: Never disconnect or connect the piezo injector electrical harness while the ignition is switched on or the engine is running. Peak actuation voltage reaches 140V to 200V with high capacitive charge; disconnecting under load creates severe back-EMF voltage spikes that can permanently destroy the DDE engine control unit and internal piezo crystal stacks.
Vehicle & Engine Fitment
| Vehicle | Engine | Years |
|---|---|---|
| BMW 1 Series 120d (E81 / E82 / E87 / E88) | BMW N47 / N57 (2.0d / 3.0d N47D20 / N57D30) | 2007-2013 |
| BMW 3 Series 320d / 325d / 330d (E90 / E91 / E92 / E93) | BMW N47 / N57 (2.0d / 3.0d N47D20 / N57D30) | 2007-2013 |
| BMW 5 Series 520d / 525d / 530d (E60 / E61 / F10 / F11) | BMW N47 / N57 (2.0d / 3.0d N47D20 / N57D30) | 2007-2013 |
| BMW X1 / X3 / X5 xDrive 20d / 30d (E84 / E83 / E70) | BMW N47 / N57 (2.0d / 3.0d N47D20 / N57D30) | 2007-2014 |
Technical Specifications
| Specification | Value |
|---|---|
| SKU | 0445116024 |
| Brand | BOSCH |
| Product Type | Complete Piezo Common Rail Injector Assembly |
| Control ValveCore Spec | |
| Nozzle CodeCore Spec | |
| Engine Family | BMW N47 / N57 (2.0L & 3.0L) |
| Operating PressureCore Spec | |
| Emission Standard | Euro 4 / Euro 5 |
| Seal Ring Kit | F00VP01004 |
Installation Tips
- Always replace the copper crush washer (standard BMW 1.50 mm, 7.7x15.0 mm) and hold-down clamp bolt on every service. Clean the cylinder head seat with non-abrasive brass reaming brushes down to virgin aluminum. Torque the M6 hold-down clamp bolt to 8 N·m + 90° angle turn. Do not over-torque, as over-tightening warps the injector body and binds the internal needle spindle.
- Torque the high-pressure rail pipe union nut to 28 N·m using a dedicated flare nut crowfoot wrench, maintaining strict counter-hold on the inlet hex fitting to prevent twisting the internal piezo module.
- Enter the 7-character alphanumeric IMA calibration code engraved on the plastic injector electrical head into the BMW DDE control module using ISTA/D, INPA, or an equivalent diagnostic scan tool. Cycle ignition for 15 seconds to store calibration values before starting.
- Never crank a dry high-pressure fuel system after injector replacement. Bleed and prime the low-pressure circuit via the electric in-tank delivery pump using the ISTA fuel bleeding service routine for a minimum of 3 minutes to avoid scuffing the high-pressure pump and piezo nozzle needle.
Frequently Asked Questions
What is the OE cross-reference for this injector?
This injector corresponds to BMW genuine part numbers 13537805428, 7805428, 13537805429, 7805429, and Bosch exchange remanufactured part number 0986435394.
Is this a piezo or solenoid common rail injector?
The 0445116024 is a third-generation (CRI3-20) piezoelectric common rail injector operating at up to 2000 bar. It cannot be interchanged with earlier solenoid injectors such as 0445110289 due to incompatible ECU driver stage circuits and rail pressures.
Is ECU IMA / IQA coding required after fitting?
Yes, programming the unique 7-digit factory calibration value engraved on the injector head into the BMW DDE ECU is mandatory. Omitting coding will result in rough idle, cylinder balance deviation faults, and excessive DPF soot loading.
What are the proper tightening torque specifications?
The M6 injector hold-down clamp bolt requires an exact torque of 8 N·m + 90° angle turn. The high-pressure fuel line union nut requires a torque of 28 N·m while counter-holding the inlet fitting.
What are the common failure symptoms and diagnostic trouble codes?
Typical failure symptoms include hard cold starting, engine knocking at idle, black exhaust smoke under acceleration, and severe DPF regeneration frequency. Common fault codes include 4B90 (Rail Pressure Monitoring on Engine Start), 4560 / 4570 (Rail Pressure Delivery Plausibility), and 4AD5 / 4AD6 (Zero Quantity Adaptation / Cylinder Balancing limits exceeded).
What is the acceptable electrical resistance of the piezo crystal module?
At 20°C ambient temperature, terminal resistance across the piezo actuator pins should measure approximately 150k to 200k ohms (capacitance approximately 3.0 to 3.5 microfarads). Crucially, insulation resistance to injector ground must exceed 100 megaohms tested with a 250V megger; any grounding indicates internal crystal stack insulation breakdown requiring replacement.
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.