0445120123
BOSCH 0445120123 Common Rail Injector for Dongfeng / Kamaz Truck Cummins 6.7L ISDe / ISBe
4937065, 4937064, D4937065F00RJ02130DSLA140P17231600 barProduct Overview
The Bosch 0445120123 is an industrial and commercial-grade solenoid CRIN common rail diesel injector engineered for Cummins ISBe, ISDe, QSB4.5, QSB6.7, and ISB6.7 engines. Operating at dynamic rail pressures up to 1600 bar, the injector achieves micro-second multi-pulse capability to deliver flexible pilot, main, and post-injection events. This precision hydraulic metering optimizes thermal efficiency, attenuates combustion knock, and fulfills stringent Euro 3, Euro 4, and Tier 3 emission compliance requirements.
Technician Verification Alert: Verify the engine dataplate and CPL numbers against OE references 4937065, 4937064, or D4937065 prior to installation. Reprogramming the individual alphanumeric IMA trim code into the engine control module is mandatory to prevent cylinder-to-cylinder fuel delivery imbalance and excessive exhaust gas temperatures.
Vehicle & Engine Fitment
| Vehicle | Engine | Years |
|---|---|---|
| Dongfeng DFL1160 / Kingrun Medium-Duty Truck | Cummins ISB / QSB 6.7L (ISDe / Komatsu SAA6D107E) | 2007-2018 |
| Dongfeng Kinland Heavy Commercial Truck | Cummins ISB / QSB 6.7L (ISDe / Komatsu SAA6D107E) | 2008-2018 |
| Kamaz 4308 / 65115 Commercial Series | Cummins ISB / QSB 6.7L (ISDe / Komatsu SAA6D107E) | 2008-2018 |
| Cummins QSB 4.5 / QSB 6.7 Industrial & Off-Highway | Cummins ISB / QSB 6.7L (ISDe / Komatsu SAA6D107E) | 2007-2018 |
Technical Specifications
| Specification | Value |
|---|---|
| SKU | 0445120123 |
| Brand | BOSCH |
| Product Type | Complete Solenoid Common Rail Injector Assembly |
| Control ValveCore Spec | |
| Nozzle CodeCore Spec | |
| Engine Family | Cummins 4.5L / 6.7L ISB / QSB / ISDe (ISBe) |
| Operating PressureCore Spec | |
| Emission Standard | Euro 3 / Euro 4 / Tier 3 |
| Magnet Assembly | F00RJ02697 |
| Seal Ring Kit | F00RJ02176 |
Installation Tips
- Execute a mandatory two-wrench counter-hold procedure when tightening the high-pressure fuel rail supply connection; hold the inlet fitting stationary using an open-end counter wrench while torquing the high-pressure line union nut to 28-34 N·m. Fasten the hold-down clamp bolt to 40-45 N·m to establish even axial seating force without inducing internal valve spindle shear damage or barrel distortion.
- Clean the cylinder head injector sleeve down to bare base metal utilizing specialized brass bore brushes and high-suction debris extraction tools. Install a replacement copper combustion chamber washer from seal ring kit F00RJ02176 and apply a thin film of non-metallic, high-temperature ceramic anti-seize paste strictly to the injector body shaft, ensuring the nozzle 0433175481 tip and sealing face remain completely clean and dry.
- Program the specific alphanumeric IMA calibration data into the engine ECU cylinder mapping using a compliant diagnostic scan tool before starting the engine. Manually prime and purge air from the low-pressure fuel supply circuit to prevent dry-cranking friction and scuffing wear on internal precision surfaces within control valve F00RJ02130.
Frequently Asked Questions
What is the OE cross-reference for this injector?
The injector cross-references directly to Cummins OE part numbers 4937065, 4937064, and D4937065, factory installed on Cummins ISBe, ISDe, QSB4.5, QSB6.7, and ISB6.7 platforms operating up to 1600 bar.
What control valve / actuator is used?
This solenoid-actuated injector is built with control valve F00RJ02130 and magnet assembly F00RJ02697, which electro-hydraulically control fuel distribution through nozzle 0433175481.
Does this injector require ECU IMA coding?
Yes, ECU IMA (Injector Quantity Adjustment) coding is strictly required. The alphanumeric code accounts for micro-fine manufacturing tolerances, and failure to code will prompt cylinder balancing codes (e.g., P1011/P1012), irregular idle, and unburned hydrocarbon emissions.
What are the common failure symptoms and associated DTC codes?
Primary failure symptoms include hard starting, elevated fuel return flow, engine derate, and rough idle. Typical diagnostic trouble codes include P0087 (fuel rail pressure too low due to internal control valve F00RJ02130 seat wear), P0201-P0204 (injector open or shorted circuit caused by coil failure in magnet assembly F00RJ02697), and cylinder balancing codes P1011/P1012.
What are the proper installation torque specifications?
The injector hold-down clamp bolt must be torqued to 40-45 N·m, while the high-pressure fuel line union nut requires precisely 28-34 N·m with a counter-hold applied to the inlet connector.
How do you perform a dynamic back-leakage flow bench test?
Mount the assembly on a calibrated test bench operating up to 1600 bar and measure dynamic return volumes across standard test points. Acceptable parameters require idle back-leakage <= 35 ml/min and full-load leak-off <= 50 ml/min; excessive volumetric return indicates high-pressure seat erosion within control valve F00RJ02130.
What is the acceptable solenoid coil electrical resistance?
Measure terminal resistance directly across the terminals of magnet assembly F00RJ02697 using an accurate digital micro-ohmmeter at 20°C (68°F). The operational specification is 0.25-0.50 ohms; any high-resistance reading or continuity to the outer housing ground confirms solenoid breakdown.
Why is the two-wrench installation procedure strictly mandatory?
Applying 28-34 N·m to the high-pressure line union nut without a counter-wrench transfers rotational torque directly into the injector body. This rotational deflection distorts the internal alignment, compromises seal ring kit F00RJ02176 sealing, and risks shearing the precision guide pins of the internal valve assembly.
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.