0445120122
BOSCH 0445120122 Common Rail Injector for Dongfeng Kinland 375 & Cummins ISLe 8.9L
4942359, 3976631, 4930485, 5363304F00RJ01941DLLA144P17071600 barProduct Overview
The Bosch 0445120122 is a heavy-duty CRIN2-16 common rail diesel fuel injector engineered for Dongfeng Kinland 375 heavy commercial trucks (DFL 4251A, DFL 1250A, DFL 3251A) and equipment powered by the Dongfeng Cummins (DCEC) ISLe 8.9L and L8.9 6-cylinder inline turbocharged engines (340 to 375 hp / 250 to 276 kW). Operating at injection pressures up to 1600 bar, this solenoid-driven injector incorporates control valve F00RJ01941, hole-type nozzle 0433172045 (stamped DLLA144P1707), magnet assembly F00RJ02697, and seal ring kit F00RJ02176. It complies with Euro 3 emission standards and provides direct interchangeability with Cummins / DCEC OE part numbers 4942359, 3976631, 4930485, and 5363304, as well as Bosch production codes 0445120070 and 0445120241.
Vehicle & Engine Fitment
| Vehicle | Engine | Years |
|---|---|---|
| Dongfeng Kinland DFL 4251A / 4181A Tractor Truck | Cummins QSL9 / ISLe 8.9L & Komatsu SAA6D114E-3 (8.9L) | 2006-2016 |
| Dongfeng DFL 1250A / 1251AXA Heavy Truck | Cummins QSL9 / ISLe 8.9L & Komatsu SAA6D114E-3 (8.9L) | 2006-2016 |
| Dongfeng DFL 3251A / 3310AXA Heavy Dump Truck | Cummins QSL9 / ISLe 8.9L & Komatsu SAA6D114E-3 (8.9L) | 2006-2016 |
| Dongfeng DFZ 5251GJBA1 Concrete Mixer Truck | Cummins QSL9 / ISLe 8.9L & Komatsu SAA6D114E-3 (8.9L) | 2006-2016 |
| Cummins ISLe / QSL9 Industrial & Construction Engine | Cummins QSL9 / ISLe 8.9L & Komatsu SAA6D114E-3 (8.9L) | 2006-2018 |
Technical Specifications
| Specification | Value |
|---|---|
| SKU | 0445120122 |
| Manufacturer | BOSCH |
| System Type | Common Rail Injector (CRIN2-16) |
| Nozzle CodeCore Spec | 🔗 Shared Nozzle (2 assemblies):0445120357 |
| Control ValveCore Spec | |
| Magnet Assembly | F00RJ02697 |
| Seal Ring Kit | F00RJ02176 |
| Peak Pressure | 1600 bar |
| Emission Standard | Euro 3 |
| Hold-Down Clamp Torque | 24-30 N·m📐 Torque & Angle Wizard → |
| Feed Tube Torque | 15 N·m pre-torque / 50-55 N·m final |
| High-Pressure Line Torque | 30-35 N·m (two-wrench method) |
| IMA Coding Required | No (Self-adapting via Cummins DCEC ECU) |
| Solenoid Resistance | 0.25 - 0.50 Ohm at 20°C |
| Operating PressureCore Spec |
Installation Tips
Tools needed: Calibrated torque wrench and line crowfoot tool, Brass injector bore seat brush kit and industrial vacuum extraction unit, Dedicated electronic diagnostic tool for IMA/injector coding
- Thoroughly ream and clean the injector bore in the cylinder head using a dedicated brass brush and vacuum cleaner, ensuring complete removal of carbon deposits.
- Fit a new genuine copper sealing washer (1.5 mm thickness) to the injector nozzle and lightly lubricate the body O-ring with clean engine oil.
- Lower the 0445120122 injector into the cylinder bore, aligning the lateral fuel inlet port with the cylinder head feed tube bore.
- Insert the high-pressure connector tube (feed tube) through the cylinder head port until the spherical tip seats into the injector inlet; hand-tighten the retaining nut to 15 N·m.
- Install the injector hold-down clamp and tighten the bolt to its final torque of 24-30 N·m.
- Torque the feed tube retaining nut to its final specification of 50-55 N·m to create a leak-free high-pressure metal seal.
- Connect the high-pressure fuel line from the rail using the two-wrench technique, tighten the union nut to 30-35 N·m, and prime the low-pressure fuel circuit before engine cranking.
- Never tighten the hold-down clamp before the feed tube is aligned and pre-torqued. Doing so shears the internal spherical sealing face and causes high-pressure backleakage into the crankcase.
- Always inspect the spherical sealing tip and edge-filter of the feed tube for galling, scoring, or erosion; replace the feed tube if any wear is visible.
- Always use a second wrench to support the feed tube fitting when torquing the fuel rail jumper line to 30-35 N·m, preventing rotation that cracks the cylinder head boss.
Frequently Asked Questions
What symptoms indicate failure of a Bosch 0445120122 injector in a Dongfeng Kinland 375?
Common symptoms include excessive dynamic backleakage caused by control valve F00RJ01941 seat erosion, extended cranking time, hard starting when hot, black exhaust smoke under load, and diagnostic trouble code P0087 (Fuel Rail Pressure Too Low).
Does the 0445120122 injector require an IMA coding procedure?
No. The early CRIN2 platform does not require IMA (Injector Quantity Adjustment) code programming. The Cummins DCEC electronic control unit uses closed-loop cylinder balancing and crankshaft speed sensing to adapt fuel trim automatically.
What OEM part numbers correspond to Bosch 0445120122?
Official Cummins and Dongfeng OE cross-references include 4942359, 3976631, 4930485, and 5363304. Direct compatible Bosch production codes include 0445120070 and 0445120241.
What is the acceptable dynamic backleak return flow limit on a test bench?
At full-load test bench conditions (1600 bar rail pressure), return fuel flow should not exceed 45 ml/min per injector. Dynamic return flow exceeding 50 ml/min indicates internal valve seat cavitation requiring replacement of control valve F00RJ01941.
What is the correct electrical resistance for the solenoid actuator coil?
Measured across the injector terminals at 20°C, the solenoid coil resistance must be between 0.25 and 0.50 Ohm. Resistance values outside this specification indicate shorted or open windings and trigger diagnostic fault codes P0201 through P0206.
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.