DLLA151P2422 Injector Nozzle for Weichai WP7 CRIN

An engine code plate will not tell you which nozzle is fitted. Two injectors can sit under one engine code and still carry different nozzles, so the match is made on the code stamped on the shank and on the injector number, never on the plate or the registration document alone. Where a photograph of both markings is not possible, a VIN on its own still does not settle it; the markings are what we check.

This is not a Cummins nozzle. Buyers reach diesel nozzle pages by engine family, so the boundary is worth stating plainly: this injector is a Weichai unit, and the nozzles used in a Cummins ISG or ISM injector are different components with different codes. If you are ordering for a Cummins injector, this is the wrong page and we will tell you so rather than accept the order.

The published reference for this component is the injector, not the machine: the 0 445 120 373 injector, catalogued as 0445120373 and carrying the Weichai OE number 610800080588. That injector is a common rail unit used on the Weichai WP7 and WP7-EU4 six cylinder diesel, so a 151P 2422 nozzle is ordered for a workshop rebuilding one of those injectors. A DLLA151P2422 nozzle belongs to that injector family and to nothing else we can stand behind. If your machine carries a different diesel, the honest answer is that this is probably not your component — send us the injector number and we will tell you what is.

Read the type number on the nozzle first, because it is the marking that describes the component itself, and read the injector number second, because that is what places it. Identification points at the markings rather than the box. The code etched on the shank of the nozzle we supply is 151P 2422. There is no Bosch catalogue number published here to quote beside it, and that absence is deliberate: the numbers in this nozzle group run one digit apart, and quoting the wrong one would be worse than quoting none.

Why the nozzle code needs its own page. Buyers search this code for one reason: it is stamped on the component, or written on a rebuild sheet, and nothing else explains it in terms of the injector it belongs to. We publish the mapping rather than the mythology. DLLA151P2422 is the code on the part; the injector it serves is 0 445 120 373. Once those lines are clear, the component is easy to place.

Start with the part, because the word nozzle is used loosely. A common rail diesel injector nozzle such as the DLLA151P2422 is the spray-forming component that sits at the tip end of a common rail injector. It arrives as a matched set: a hardened body with a precision bore, and the needle that runs inside it and seals on the needle seat. Fuel arrives under rail pressure and is released through the spray holes only when the needle lifts. Seen that way, an injector nozzle is not a bolt-on tip: it is a precision plunger and seat finished as one set, and nothing about that is cosmetic — the fit between needle and body is lapped to a tolerance that decides the spray, which is why the two are supplied and replaced as a pair and never mixed between units.

The component carries one identifier we publish, and one we deliberately do not. The code DLLA151P2422 — written in full as DLLA 151 P 2422 — is etched across the shank, and it is what a rebuilder reads off the part. The identifier we leave out is a Bosch catalogue number: no Bosch entry for this code could be found, and a number from a neighbouring nozzle in the same family would describe a different component. The 151 position in the code is the nominal angle position within the DLLA151P group, and nozzles in that group sit one digit apart, so the stamping is the evidence and a catalogue list is not.

Where the nozzle belongs is the part most buyers want confirmed. It is fitted inside the 0 445 120 373 injector (0445120373), the common rail unit that carries the Weichai OE number 610800080588. That injector is the unit used on the Weichai WP7 and WP7-EU4 six cylinder diesel, so that is the chain a nozzle buyer works along: nozzle to injector, injector to machine. Read in the other direction, it is why a nozzle page cannot honestly publish an application of its own — the application belongs to the injector.

Inside a working injector, the nozzle is only half of the spray story. A control valve regulates the return side of the injector so the pressure above the needle can rise and fall; the nozzle at the other end turns that pressure into a spray. When an injector is rebuilt, both are candidates for replacement, and both are identified by their own numbers rather than by the injector number. If you are rebuilding a common rail injector and need the spray component specifically, you are on the right page; if you need the valve assembly, that is a different number and a different page.

Where our supply differs is the brand. A Bosch catalogue number is part of a catalogue and a service programme; we supply a new compatible nozzle instead, built to the Bosch specification for this component and sold under the Vidishi Auto brand. There is no core to return and no rebuilt core in the chain, which matters less for injector nozzles than for a whole injector but is still the difference between a rebuild that closes at the bench and one that waits on an exchange. One thing we do not do is dress that up as a Bosch part. The DLLA151P2422 nozzle we ship is ours, not Bosch’s, and the code DLLA151P2422 appears on this page so you can match your rebuild sheet to what we supply.

How we label data. Confirmed means a value read from the goods we handle or from the published nozzle coding convention. Reference means an injector number or a Weichai OE number, quoted so your rebuild sheet can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a spray hole diameter, an opening pressure, or a catalogue number that we cannot source would be worse than an empty cell, because it would end up in somebody’s bench notes.

What is in the box. The supplied component is the matched nozzle and needle set: the nozzle body with its spray holes, and the needle that runs inside it and seals on the seat. The packed shipping weight for the supplied lot is 0.697 kg in a 7×5×7 cm package, and each nozzle travels in a protective tube so the tip arrives undamaged. Nothing else is sold loose from this page — a control valve or a complete injector is a different component with its own number.

Read this as a map of one component rather than a list of interchangeable parts. Every number above describes the same component, but each one does so from a different place: the code DLLA151P2422 is what a rebuilder reads off the shank, and the injector number 0 445 120 373 comes from the injector the nozzle is fitted inside. The Weichai OE number 610800080588 belongs to that parent injector, not to the nozzle, and it is quoted here because it is the number a workshop will find on the injector body. Nowhere here is an exchange number implied: the nozzle we supply is new and no Bosch exchange programme sits behind it. Nor is a Bosch catalogue number listed, because none is published for this code.

As a DLLA151P2422 cross reference, the table is also an identification boundary. It does not say that any neighbouring nozzle number fits your injector, and it does not say that a nozzle and a control valve are the same kind of part. Those are separate components with separate numbers. What we will do is confirm the pair against your own markings — the code on the nozzle and the number on the injector — and that confirmation costs nothing before you order.

Two practical lines. Anyone searching for a 151P 2422 equivalent is usually looking for a new supply against a stamped code, which is what this page offers. And if you are holding an injector number with no idea which nozzle it takes, the answer here is short: 0 445 120 373 takes the DLLA151P2422 type, and any other injector number needs its own check. A type number stamped on one nozzle and a part number stamped on another are not interchangeable evidence.

The practical difference is simple. A reclaimed nozzle arrives with a history nobody can inspect: it has already been run, cleaned and re-lapped, and how much material came off the seat in that process is not something you can measure from the outside. A new compatible nozzle starts from a known point, and the bench result is reproducible across a set. For a shop rebuilding six injectors at a time, that consistency is usually the deciding factor rather than the headline figure.

• Rough idle and a misfire on one cylinderWhen the nozzle no longer atomises cleanly the affected cylinder gets a poorer burn than the ECU expects. An intermittent misfire at idle is usually the first report from the driver.
• Smoke under loadA spray pattern that has drifted turns into visible smoke and a duller response long before a fault code appears, because the fuel is still being delivered, just not properly.
• Hard starting and a long crankRail pressure takes longer to build when the injector leaks back internally, and a worn needle seat is one of the reasons that happens.
• Rising return flow on the benchThe test that settles it. A nozzle that no longer seals cleanly shows up as excessive back-leakage during a return-flow measurement.
• A fall in delivered quantityA nozzle that has lost seat integrity meters less fuel than the map expects, which reads on the bench as low delivery at the same rail pressure.
• Poor spray patternAtomisation is judged by eye as well as by figure. A pattern that has gone streaky or asymmetric points at the spray holes or the needle.
• Fuel in the oil over timeA small internal leak can thin the engine oil over a long period, which is how a metering fault quietly becomes a much larger repair.

These signs overlap with a tired control valve, with a coding problem on a freshly rebuilt unit, and with a fuel supply fault elsewhere in the system, so treat the list as an early warning rather than a diagnosis. Confirm the component by return quantity and spray pattern on a test bench before you condemn a nozzle. A scan tool will show which cylinder is unhappy but it will not tell you why, and the bench figure is what separates a nozzle fault from a wiring or a control valve fault.

Read as symptoms rather than part numbers, these are the bad injector symptoms that reach the workshop first, running from a coarse spray pattern through to a genuine injector misfire: a diesel rough idle, a hard start diesel engine, black smoke diesel engine behaviour under load, and on longer term neglect fuel dilution in the sump. Drivers rarely describe them in those terms — they say the truck feels flat or smokes on a climb — so the useful question is not which diesel injector problems are listed here, but whether the unit over-returns on the bench. An injector return flow test answers that; a symptom list only points you at the cylinder, and only the strip and inspect step tells you whether the nozzle is the cause.

1. 1. Clean before you open the injectorWork on a clean bench and blow the injector down before it comes apart. Grit inside the nozzle bore is the quickest way to spoil a new set, and it is the one variable a workshop fully controls.
2. 2. Strip and record the codeRecord the number on the injector body and the code on the old nozzle before anything is separated. A rebuild sheet without the old markings is a rebuild sheet nobody can check afterwards.
3. 3. Clean the injector bodyRemove carbon from the nozzle seat area and the bore, and inspect the seat face. The new nozzle seals against that face, so a marked or pitted seat will undo a new component.
4. 4. Fit the matched set togetherKeep the nozzle body and its needle as the pair they arrived as. Do not mix a needle from one set into another, and do not lap or polish either part on the bench.
5. 5. Reassemble and torque correctlyFollow the engine maker figures for nozzle retaining nut torque and the sequence for the injector. The torque belongs to the injector or the engine, not to the nozzle.
6. 6. Prove it on the test benchRun return quantity and spray pattern checks with the rebuilt injector on an injector tester before it goes back on the engine. If you are rebuilding a set, bench the first one and keep the figures as the reference for the rest.

Most of the risk in a nozzle job sits either side of the component itself. Before it goes in, cleanliness and the seat condition decide whether it seals. After it goes in, the bench proves whether it meters. Neither is difficult, and both are routinely skipped under time pressure. If you would rather not carry the job in house, read the installation guide and the maintenance guide for the wider routine, or put the question to us before you start.

Two notes for workshops. A nozzle job on a high pressure common rail engine starts with a clean fuel path: a tank of dirty fuel will shorten the life of a new nozzle as surely as a bad fit will. And a bench check after the rebuild is what separates a rebuild from an assumption. The rest is standard diesel injector rebuild discipline: strip and inspect, injector cleaning of the body and seat, then reassembly, injector coding of the rebuilt unit and a common rail injector test bench run to prove the result. An injector rebuild is only as good as that sequence, and the injector torque specification belongs to the injector rather than to the nozzle. None of it is specific to this code; it is what keeps any fuel injector inside tolerance after a rebuild.

Every DLLA151P2422 nozzle is covered by a 12-month warranty against manufacturing defects. That covers a component that arrives out of specification or fails early because of how it was made. It does not cover damage from contaminated fuel, from incorrect fitting, from a damaged injector seat, or from a separate fault elsewhere in the fuel system. It is a supplier warranty from Vidishi Auto, and it is not a Bosch warranty — we are not a Bosch dealer and no Bosch cover travels with this part.

The cover sits at component level. It applies to the nozzle as supplied, and it does not extend to the injector it is fitted into, to the engine, or to bench labour. That boundary is normal for a fuel system component, and it is worth stating before the order rather than after a problem.

Two questions buyers ask. The DLLA151P2422 warranty starts from delivery, not from fitting, so a set held on the shelf for a season is still covered for the stated term from the date it reached you. And because there is no core return with our supply, the warranty is not tied to an exchange claim — the old nozzle stays yours, and the cover on the new one is unaffected by what you do with it.

A nozzle is rarely bought one at a time, so the DLLA151P2422 is supplied from a 6 pc minimum — enough for a set of six cylinders, with larger rebuild-shop and distributor quantities quoted per order against your build list. We supply rebuild shops, fleet workshops and parts importers working on the 0 445 120 373 injector, and trade quantities are quoted per order on the same export documentation. Because a nozzle is the internal part, orders are usually placed alongside the other rebuild items a bench consumes, and mixed orders are normal on our side rather than a special request.

For trade buyers: the nozzle price for this line is quoted rather than listed as a fixed figure, because pricing moves with quantity and with what else is on the order, which is how nozzle wholesale normally works. The nozzle MOQ is 6 pcs. We supply diesel parts in bulk to an injector parts distributor as well as direct to rebuild benches, and we handle the range wholesale and wider auto parts wholesale lines on the same export documentation. One practical note for a bench rebuilding a set: order the nozzles as one lot, because a lot arrives as an identifiable batch and the bench figures from the first unit then carry across the set with fewer variables.

The figures above are the packed export figures for the supplied lot, not the weight of one bare nozzle. Lead time is quoted per order and depends on quantity and on what else is on the same shipment, so we publish no fixed figure rather than publish one we would have to revise. For nozzle export shipping, every order leaves with its paperwork in place — commercial invoice, packing list and HS code — and a lot is boxed and weighed so the shipped weight matches the declared export figures. Read our shipping information for freight options, and track your order once it ships.

A nozzle is a small component with an outsized effect on how an injector performs, so nozzle quality is checked at set level rather than by sample. Every lot passes an incoming check for the etched code and the nozzle type, a seat and needle inspection, and a packed-weight confirmation against the documented figure. Rather than publish reviews we cannot verify, we tell you how the component is inspected and let your own bench be the judge.

Nozzle technical support is not an add-on here — it is the way most orders get placed correctly. It costs nothing before you buy: send the code from the nozzle shank, the number on the injector being rebuilt, and a photograph of both markings, and we check the pair against what we supply before quoting. Ordering a nozzle on a code alone is the most common way a rebuild goes wrong, because a nozzle type code and an injector catalogue number are easy to confuse and a rebuild sheet is easy to misread. Support continues after delivery: bench figures, coding questions and warranty claims all reach the same team, and the person who confirmed your component is the person who answers if something is not right.

Supplier note. WholesaleAutoPartsDirect is an independent supplier of compatible automotive parts and is not affiliated with, endorsed by or acting as an agent of Bosch. Brand names and part numbers are used for reference and fitment only.