0445117077 Injector for Ford F150 3.0 Power Stroke Diesel
New 0445117077 complete common rail injector for the Ford F-150 3.0L Power Stroke V6 diesel. A Vidishi Auto compatible replacement for JL3Q-9K546-AB, 12-month warranty. Single package 28 x 15 x 12 cm, 1.2 kg gross. MOQ 2 pcs. Wholesale export supply.
Original price was: $170.00.$110.00Current price is: $110.00.
100% Secure Checkout
Free Shipping Over $1099
Customer Satisfaction
International Shipping
Product Specifications
| Weight | 1.2 kg |
|---|---|
| Dimensions | 28 × 15 × 12 cm |
| make | |
| model | |
| engine | |
| position |
Product Details
0445117077 Common Rail Injector by the Numbers
Verified identity and fitment data for this complete CRI3-20 injector, supplied for the Ford F-150 3.0L Power Stroke diesel.
A complete injector is a different purchase from a repair part. The unit arrives built, with the piezo actuator, the control valve and the nozzle assembly already set to the reference design, so the job is a swap plus a coding step rather than a bench rebuild. Because each cylinder carries its own correction value, one unit is normally bought per cylinder being replaced, and a workshop replacing a full set on the six-cylinder 3.0L Power Stroke V6 will order six. On this engine the injectors sit under the valve cover and can be swapped without disturbing the rest of the rail, which is what makes per-cylinder replacement practical on a high-mileage pickup.
Engine Compatibility for 0445117077
This injector serves the Ford application below. Match the injector number and the engine code before ordering.
| Injector / Ford number | Reference | Application |
|---|---|---|
| 0445117077 | 0 445 117 077 | Current number for this application (read from the body label) |
| 0445 117 077 | 0 445 117 077 | Spaced form of the same Bosch number |
| JL3Q-9K546-AB | JL3Q-9K546-AB | Ford maker number quoted for the same article |
| JL3Z-9H529-A | JL3Z-9H529-A | Ford / Motorcraft maker number, cylinders 3 and 4 |
| JL3Z-9H529-B | JL3Z-9H529-B | Ford / Motorcraft maker number, cylinder 1 |
| JL3Z-9H529-C | JL3Z-9H529-C | Ford / Motorcraft maker number, cylinders 2, 5 and 6 |
Vehicle and engine applications
| Make | Model | Engine | Years | Injector |
|---|---|---|---|---|
| Ford | F-150 | 3.0L Power Stroke V6 diesel | 2018-2021 | 0445117077 |
| Ford | F-150 (King Ranch, Lariat, Platinum, XL and XLT) | 3.0L V6 Turbo Diesel | 2018-2021 | 0445117077 |
Part number match
Match the number on your old unit to 0445117077, or to the spaced Bosch form 0 445 117 077. Where the body carries the label, 0445 117 077 describes the same article read straight off the stamp, and the Ford maker number JL3Q-9K546-AB (also written jl3q9k546ab) is quoted alongside the Bosch number for exactly this reason.
Where the number is hard to read, a photograph of the injector body and the engine code plate is usually enough for us to confirm the build.
As a ford injector this reference covers the 3.0L Power Stroke V6 turbo diesel built from 2018 onward, and a ford f150 injector order is confirmed on the same two fields. The same unit is written up by parts desks as a Ford F-150 injector or as a Power Stroke injector depending on which engine the order is for, and the Ford maker numbers JL3Z-9H529-A (cylinders 3 and 4), JL3Z-9H529-B (cylinder 1) and JL3Z-9H529-C (cylinders 2, 5 and 6) are quoted for the same article, so a search for jl3z9h529a reaches the same unit. Whether you write the order as a Ford F-150 injector or simply as a 3.0 Power Stroke injector — the number and the engine code are what we confirm.
Fitment verification
- Injector part number — match the etched code on the injector body to 0445117077, or to the spaced form 0 445 117 077.
- Engine code plate — the engine must be the 3.0L Power Stroke V6 turbo diesel on Bosch common rail injection, not another family.
- Photo of the old injector — a picture of the body and the calibration code, so we match the revision and not just the engine.
What a complete injector does
On a common rail engine the injector is the only part of the fuel system that reaches into the combustion chamber, and the only one that can be coded per cylinder.
On a common rail diesel a shared rail holds fuel at pressure and each unit is triggered electronically to release its charge. That makes this the point where the electronic side of the engine meets the hydraulic side: a piezo injector receives a signal from the ECU, the piezo stack expands and moves the control valve, and the resulting pressure drop lifts the nozzle needle. Because every cylinder draws from the same rail, a single unit that no longer meters cleanly changes the burn across the whole engine rather than in one cylinder alone.
The distinction that matters when buying is between a complete assembly and the parts inside it. A diesel fuel injector arrives sealed, built and set; a nozzle, a control valve or a seal kit is a repair item for a bench rebuild. Both routes exist on this platform and the choice is usually about bench time and warranty exposure rather than about the part itself. A Bosch injector and a compatible unit are described by the same words in a parts catalogue, so the two fields that settle the match are the number on the body and the code the ECU expects.
Metering
Delivers the quantity the ECU asks for across the full rail pressure range of a 2,000 bar passenger-vehicle system.
Timing
Sets the start and duration of injection, which is where idle quality and emissions are decided.
Coding
Carries a calibration value the ECU reads per cylinder, so the unit must be written in after fitting.
Because the unit is coded, the same physical part behaves differently depending on the cylinder it is written into. The calibration code compensates for the small manufacturing spread between units, and an ECU that has not been told which one it is driving will run with default trims. That is why a swap is a two-part job: fit the unit, then write the code. The engine will usually start either way, which is exactly what makes the second step easy to forget.
A piezo unit on this platform is a robust design, and much of the wear comes from fuel contamination or from the nozzle assembly rather than from the actuator itself. A part that has begun to drift shows as a correction value that creeps away from zero over weeks, with soot, a lazy idle and a smell of unburnt fuel following behind it. Judging a unit on whether the engine still runs tells you almost nothing; judging it on the balance the ECU reports tells you nearly everything.
Two numbers worth separating: the article number identifies the assembly you are holding, and the calibration code identifies how that individual piece should be trimmed. A unit that carries the right number but the wrong code will still allow the engine to run, and the balance values will look almost plausible — which is why we ask for both, and not the model name.
Diesel, fuel or piezo — three trade names
Which of those names a supplier writes on the offer depends on who is buying. A workshop ordering a replacement quotes the number on the old part. A fleet parts desk sourcing for a truck quotes the engine code instead. A distributor stocking the 120-series range quotes the series. The article behind all three labels is the same assembly, and so is the test that settles the match: the number on the body and the code the ECU expects.
That is the reason we ask for the article number rather than the model name. Whether your own paperwork calls this a diesel fuel injector, a fuel injector for the 3.0 Power Stroke diesel or simply a piezo injector for the CRI3-20 range, the code on the part is what we confirm, and the code we ship against is the one you state.
Technical Specifications
Verified parameters for this complete injector, graded at the Ford 3.0L Power Stroke V6 platform level. Items the manufacturer does not publish are flagged, not guessed.
- Confirmed — taken from the reference part records and injector fitment data.
- Reference — numbers that describe the same article group, not a claim of OE equivalence.
- Not published — values that depend on the bench test report or the injector revision; we do not state a figure we have not verified.
| Reference / OE number | 0445117077 (Bosch 0 445 117 077) |
|---|---|
| Component type | Complete piezo common rail injector (CRI3-20, 117 series) |
| Fuel system | Bosch common rail |
| Interchange references | 0445 117 077, JL3Q-9K546-AB, JL3Z-9H529-A / -B / -C |
| Engine code | 3.0L Power Stroke V6 (Lion) turbo diesel |
| Application | Ford F-150 pickup with the 3.0L Power Stroke V6 diesel |
| Cylinders served | One unit per cylinder (a full set is six) |
| Condition | New |
| Warranty | 12 months |
| Displacement | Not published |
| Emission class | Not published |
| Injection timing | Not published |
| Flow rate | Not published |
| Maximum injection pressure | Not published |
Parameters marked Not published are not asserted anywhere on this page, and no figure is substituted for them further down. Where your workshop needs a specific reading, request the test report for the unit you receive.
The line between a Bosch injector and a compatible one is a line about branding, not about function. What the table above describes is a CR injector built to the CRI3-20 architecture: a piezo actuator assembly, a control valve and a nozzle assembly that together set the pressure at which fuel is released and the shape of the spray that follows. Because the assembly is tested as a whole, the figures that matter most — timing, delivery and pressure — are the ones the bench produces rather than the ones a catalogue quotes, which is why they are left unpublished here rather than filled in from a similar listing. A high pressure diesel injector run on contaminated fuel will damage its own nozzle long before the actuator fails, so fuel quality is the largest single factor in how long a replacement lasts. Buyers comparing common rail injector specifications across suppliers should expect the same set of published fields from each, and the same honesty about the fields nobody publishes.
CR injector, piezo injector, high pressure unit — what the terms cover
All three descriptions point at the same assembly on this platform, and none of them narrows the specification. A counter serving workshops tends to write the part up with the shorter wording and quote the number on the old unit. A parts desk buying for a fleet writes it up with another and quotes the engine. What arrives in the box is identical either way: a complete injector built to the CRI3-20 reference design.
What does change the specification is the revision, and the revision is not written in the trade name. Since a unit carries a calibration value the ECU reads per cylinder, an incorrect or unwritten code will leave the new part running on default trims whatever the label on the carton says. That is a different failure mode from the older practice of grading a part by its description alone, and it is why we record both the article number and the coding step on the offer we send.
Diesel injector technology on this engine has been stable since the 3.0L Power Stroke was introduced, which is what makes a complete replacement practical: the connector, the body and the clamping arrangement are shared across the production years, so the same assembly fits engines built in different seasons. Where a buyer writes the order as a cr injector and the supplier lists it as a piezo injector assembly, both are naming parts of the same build, and the unit that arrives is the whole article rather than a component.
Failure Symptoms
Common rail injector failure signs to watch for on the Ford 3.0L Power Stroke V6 diesel before a unit is replaced.
- Rough idle or a persistent injector misfire on one cylinder
- Excess fuel knock, especially when cold
- Noticeable power loss under load, most obvious on a hill
- Higher fuel consumption than the truck’s norm
- Black or grey smoke from the exhaust
- Hard starting or extended cranking
- Correction values the ECU flags as out of range
- Uneven running that clears at higher engine speed
Injector failure symptoms overlap with rail pressure, wiring and compression problems, so a scan tool reading plus a return-flow test is the normal way to isolate a single unit. Summaries of the stored codes are grouped on our diesel fault codes page, and the list above can be read alongside live correction values rather than trusting the parts cannon.
Most diesel injector problems on this engine start with wear or fuel contamination rather than with the piezo actuator. The classic giveaway is a spray pattern that has gone coarse or asymmetric: it still starts, but it smokes and the cylinder balance drifts. Letting the engine run on until the early signs turn into a hard fault rarely saves money, because a unit that has been over-fuelling for weeks will usually have taken its piston crown with it. A replacement should follow a confirmed diagnosis: read the per-cylinder correction values, compare return flow across the set, and only then commit to the cylinder the ECU is constantly trimming. Renewing the set rather than one unit is worth considering on a high-mileage engine, where the remaining units are usually at the same stage of wear.
Replacement and coding notes
Fitting a complete injector is a cleanliness-critical job with a second, electronic step that decides whether the engine runs properly.
Confirm the code
Record the article number and the calibration code of the unit you are removing before stripping anything.
Depressurise
Work on a clean bench and depressurise the fuel system before opening the circuit.
Clean the seat
Clean the injector bore and seat so nothing is trapped under the new unit, then fit fresh seals.
Fit and torque
Fit the assembly squarely and torque the clamp to the figure your workshop data gives for this engine.
Write the code
Enter the calibration value of the new unit with a suitable scan tool before the engine is run in earnest.
Check for leaks
Run to temperature and check the leak-off and the seat for weeping before a working test.
An injector replacement on this engine is normally done in the vehicle rather than on the bench, because the unit is a complete assembly and nothing inside it is being opened. The cleanliness discipline still applies: the bore must be spotless and the seals new, or the unit will weep at the seat. On the 3.0L Power Stroke V6 the injectors sit under the valve cover, so the cover and the high-pressure lines have to come off first, and the hold-down bolt and copper washer are renewed as a matter of course. Where the job is being done as part of a head repair, an injector seal kit and a fresh set of clamps are worth ordering at the same time.
Injector coding is the step most often missed, and an injector installation done without it will idle poorly and smoke even though the mechanical work was correct. Until the new value is written in, the ECU will trim the cylinder on default assumptions. Help reading the values before and after is available through our fuel system maintenance notes, and the full sequence is set out in our injector installation guide.
Reference and interchange numbers
Need an injector cross reference, an injector interchange or a 0445117077 equivalent? The numbers below are the ones buyers match against. All are reference interchanges only.
Cross-checking against the maker number is safe only when the old unit carries that number, and JL3Q-9K546-AB is listed alongside the Bosch reference for the same build, with JL3Z-9H529-A, -B and -C as the Ford numbers for the same article split by cylinder. A Bosch injector cross reference is filed under both the article number and the manufacturer number, so a search for a bosch 0445117077 listing and a search for the Ford application lead to the same article. A plain injector cross reference by vehicle maker walks the same path from the other end, starting from the Ford number rather than the Bosch one. Any bosch injector number lookup that returns only the vehicle maker figure should be treated as incomplete, because the article number is what the supplier ships against. These numbers identify one article group; they are not a statement that this unit is an original-equipment part.
The body also carries a production marking alongside the article number, reproduced here only so a buyer can recognise what they are reading. One stamp that appears on some 3.0 V6 diesel injector bodies, FW93-9K546-AB, belongs to a different application and its Bosch equivalent is not 0445117077; treat the two as separate articles. The complete unit carries its own number and its own calibration code, and the table above deliberately stops at article level. If your old injector is stamped with a number that does not appear here, send us a photograph of the body before ordering and we will check it against the CRI3-20 range.
Two suppliers can quote the same article under different wording — one listing a replacement injector, another an exchange unit for the Ford diesel range, a third a short maker number. None of those descriptions identifies the article on its own. The two fields that do are the full number and the engine the unit is built for, which is why we record both on the offer we send.
Build quality and inspection
Every unit is built from precision components and checked before it leaves us.
Each unit is built from precision components to the CRI3-20 architecture used by the 3.0L Power Stroke V6, so the delivery and the spray pattern match the injector it was built for. The piezo actuator and the control valve are matched to the body, and the nozzle assembly is set as part of the build rather than added afterwards.
The internal numbers inside the assembly are revision-dependent: confirm by injector revision or by the number on the body before ordering, because this engine can carry more than one revision across its production years. That is also why we take a photograph of the body marking rather than relying on a catalogue entry.
Units are checked mechanically and hydraulically before they leave us. Where a workshop wants figures rather than a pass or fail, the unit can be run on a common rail injector tester and the injector test report supplied with the order. A remanufactured injector is a different article from a new one, and this page describes a new unit; the test report is what lets a buyer see the difference in writing.
Alongside complete injectors we hold common rail injector parts for this family, so a rebuilder can service an assembly instead of replacing it whole. Where a workshop is ordering an injector rebuild kit rather than a complete unit, the internal numbers are confirmed against the injector revision you send us.
Wholesale & bulk supply
Vidishi Auto is an export supplier of diesel fuel system parts, serving workshops, rebuilders and distributors who service Bosch CRI3-20 injectors in volume.
2 pcs, with tiered terms as quantity rises.
Matched batches for engine sets and workshop stock.
Each unit is capped and carton-sealed for freight.
Our diesel injector wholesale programme runs from a small batch through to container quantities, and as one of the common rail injector suppliers serving export workshops we consolidate mixed fuel system orders into a single shipment. Where a workshop buys six units at a time to cover a full engine set, the injector wholesale price is quoted on tiered terms rather than on a single unit, and the effective fuel injector price per piece falls as the batch grows. Buyers who place a standing order usually want the same article from batch to batch, which is what our stock holding is arranged to give. Send your required quantity and destination port for a quotation. Tiered terms and lead times are on our wholesale pricing page.
Packaging, weight and shipping
Export packing and freight for single boxes through container volumes, quoted per order.
28 × 15 × 12 cm.
1.2 kg gross per pack.
2 pcs.
Capped unit, wrap, carton sealed.
The 28 × 15 × 12 cm pack is sized for a single capped unit, so a set for a six-cylinder engine ships as a compact carton rather than a stack of oversize boxes. The packaged shipping weight is 1.2 kg gross per pack, which covers the unit, its protective cap and the sealed bag. Freight options and delivery estimates are set out on our shipping information page; returns and cancellations are covered under returns.
The injector price for this reference moves with quantity and freight, so the figure that applies to your order is the one quoted and confirmed before dispatch. Whether you are comparing a quotation from a local distributor or a diesel injector price from another exporter, ask for it to include freight and the warranty terms so the comparison is like for like. Where a unit is listed as a diesel injector for sale at a headline figure, check whether the price is per piece and whether freight is included before you commit.
For a single unit the courier option is usually the fastest route; for a workshop quantity, a consolidated carton or a pallet brings the freight cost per piece down. Where a shipment is going to a resale address, ask for the commercial invoice and packing list to be issued with the dispatch documents so customs clearance is not held up at the destination.
Frequently Asked
Common questions about the 0445117077 injector and ordering a compatible replacement.
Is 0445117077 a genuine Bosch injector?
Is this a complete injector or just a component?
Which engine and vehicle does this injector fit?
How do I know it fits my engine?
Does the same injector fit every cylinder?
What is the minimum order quantity?
Do I need to code the new injector?
Can an injector misfire clear on its own?
What does injector leaking at the seat look like?
How do you read an injector leak off test?
The body of my old injector is stamped FW93-9K546-AB. Is that the same part?
What warranty applies?
Which other numbers refer to the same article?
What is the lead time, and can I return an unused unit?
Need Help matching?
Send the engine nameplate and a photo of the old injector; we confirm the 0445117077 match before you pay.
Article number and engine code confirmed against the CRI3-20 application.
Available for the unit that is shipped, on request.
Help with the calibration value and with reading correction values before you commit to a replacement.
Order the 0445117077 injector
Confirm your article number and we will match the unit to your 3.0L Power Stroke V6 engine. Minimum order two pieces, with wholesale quantities available.
Brand and compliance note
Vidishi Auto is an independent supplier of compatible replacement parts. Brand names are used only to describe the application.
Vidishi Auto is an independent supplier of compatible replacement parts. Reference to Bosch and Ford is made only to describe the application and the reference design. Those names, and the part numbers quoted on this page, are the property of their respective owners, and this page does not imply any affiliation with or endorsement by them.
The assembly described here is not a Bosch-branded product. It is offered for the JL3Q-9K546-AB application and is warranted by Vidishi Auto for 12 months.
Reviews