3829644 Unit Injector for Volvo Penta D12 Engine
New 3829644 unit injector (pump-nozzle type) for the Volvo Penta D12 diesel engine. Bosch numbers 0 414 702 023 / 0 414 702 013, exchange reference 0 986 441 109. A Vidishi Auto compatible replacement with a 12-month warranty. Single package 30 x 10 x 10 cm, 4.000 kg gross. MOQ 4 pcs. Wholesale export supply.
Original price was: $520.00.$320.00Current price is: $320.00.
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Product Specifications
| Weight | 4.0 kg |
|---|---|
| Dimensions | 30 × 10 × 10 cm |
| make | |
| model | |
| engine | |
| position |
Product Details
3829644 Unit Injector by the Numbers
Identity and fitment data for this injector, supplied for the Volvo Penta D12 industrial and marine diesel.
A pump-nozzle unit of this kind is a different purchase from a separate injector or a separate pump. Because the pumping element and the nozzle share one body, the unit is clamped into the cylinder head and worked directly by the camshaft through a rocker, and the electrical connector on the body is the only external link apart from the fuel feed and leak-off. That is why a workshop replaces the whole unit rather than servicing it in place. A six-cylinder D12 therefore holds six of these, and a fault confined to one cylinder is normally answered with a single unit, while an engine that is being rebuilt after a failure of the fuel system is usually given a matched set. The engine will keep running on the remaining units, so the first indication is rarely a stop; it is a cylinder that no longer pulls its share and a smoke note that has changed.
Engine Compatibility for 3829644
This injector serves the Volvo Penta D12 diesel family. Match the injector number and the engine serial before ordering.
| Unit injector number | Cross reference | Application note |
|---|---|---|
| 3829644 | VOE3829644 | Volvo Penta manufacturer number of this article (page headline) |
| 0414702023 | 0414702013 | Bosch number pair quoted for the same unit injector |
| 0 414 702 023 | 0 414 702 013 | Spaced forms of the two Bosch numbers above |
| 0986441109 | 0 986 441 109 | Bosch exchange (remanufactured) reference for the same article |
| 20440409 | 20440412 | Volvo Penta references quoted alongside the maker number |
| VOA3829644 | 3835257 | Further reference forms quoted by the parts sources |
| 0414702010 | 1805344 | Neighbouring forms recorded for identification only |
Installation and engine applications
| Duty | Engine / machine | Platform | Rating note | Injector |
|---|---|---|---|---|
| Marine propulsion | Volvo Penta D12 marine diesel | D12 / D12D | Industrial D12 family | 3829644 |
| Generator set | Volvo Penta TAD1240GE / TAD1242GE (about 310 kW) | D12 (12.1 L) | Genset duty | 3829644 |
| Industrial / off-road | TAD1240VE / TAD1241GE / TAD1243GE / TWD1240VE | D12 (12.1 L) | Industrial duty | 3829644 |
| Construction equipment | Volvo CE machines on the D12 family | D12 / D12D | Construction duty | 3829644 |
Part number match
Match the number on your old injector to 3829644, or to either Bosch number printed beside it. Where the etched field is legible, the Bosch number group 0 414 702 identifies the family without any further cross-check, and the exchange reference 0986441109 identifies the remanufactured route to the same article.
Where the number cannot be read, a photograph of the injector body and the engine serial plate is usually enough for us to confirm the build. On a marine installation the injectors sit under the valve cover, so the service record from the last top-end overhaul is often the faster route than stripping the engine to read a number.
The volvo d12 engine covered here powers both propulsion and generating sets, and the ratings quoted by the parts trade run from a basic propulsion rating up to the generator ratings around 310 kW. The designations seen most often in the field are tad1240ve and twd1240ve for the industrial and generator applications, and tad1242ge for the generator set build. All of them use the same injector body, and the number on the body is what confirms it.
Read from the vessel or plant side, this is a line item inside a stock of marine engine parts; read from the workshop side it is a unit that is exchanged at overhaul. A buyer working from the engine serial and a fitter working from the number on the old injector are describing the same article, and the two together are what we confirm before dispatch.
Fitment verification
- Injector number — match the number on the injector body to 3829644, or to the Bosch numbers 0414702023 / 0414702013 quoted beside it.
- Engine code plate — the plate must identify a D12 unit, and the engine serial should be checked against the Volvo Penta parts list before a set is ordered.
- Photo of the old unit — a picture of the body, the etched number field and the nozzle end, so we match the build revision rather than only the engine family.
How a pump-nozzle unit makes pressure
On this engine each cylinder owns its injector, its own pumping element and its own nozzle, so nothing is shared except the low-pressure supply and the leak-off.
The unit is a pump nozzle injector: one body that both raises the fuel pressure and sprays it. The pumping element sits above the nozzle inside the same housing and is worked directly by the engine camshaft through a rocker on the bridge. A solenoid valve on the body decides when the event starts and how long it lasts. While that valve is open the chamber above the plunger cannot hold pressure because the fuel can still return; once the valve closes, the rising plunger has nowhere to push the fuel except through the nozzle, and the spray begins. Opening the valve again ends the event. Nothing about that decision is mechanical: there is no rack, no governor and no timing device bolted to the side.
That is what separates this layout from a system that pressurises one shared volume for the whole engine. A rail-based arrangement stores fuel at pressure and distributes it; a pde injector of this type manufactures the pressure at the moment of use, in one stroke, at each cylinder in turn. The consequence for a workshop is that a delivery problem belongs to one cylinder, not to a common store, which is why balance readings lead the diagnosis rather than a single system pressure gauge.
Seen as an electronic unit injection installation, the parts that matter are few: the plunger and its barrel, the solenoid valve that gates the event, and the nozzle at the bottom. The spring inside the body returns the plunger for the next stroke, and the fuelling decision lives in the engine management software. A unit described as a uis injector in one catalogue and as a high pressure unit injector in another is the same hardware — the wording changed with the trade, not with the part.
The one term worth care is the one used loosely for both architectures. This article belongs to the pump-nozzle family, where the nozzle travels with the pump. A separate pump feeding a separate nozzle through a short pipe belongs to a different family and a different set of numbers, and a listing that quotes the right maker number can still be describing the wrong member of that family if the type is left out.
Cam driven pressure
The plunger is worked by the engine camshaft through a rocker, so peak pressure arrives with the cam profile rather than from a stored volume.
Electronic gating
The solenoid on the body sets the start of the event and its duration, which puts both the timing and the quantity in software.
One unit per cylinder
Because each cylinder carries its own injector, cylinder-to-cylinder trim is applied electronically instead of by a mechanical adjustment.
The trade-off is that the unit is mechanically compact and electronically precise at the same time. A pumping element of this kind lasts well where the fuel is clean, because there is no distributor to wear and no separate drive to lose its setting. What does wear is the plunger and barrel pair, the nozzle seat and, on engines that stand idle in damp conditions, the connector and the spring. A workshop chasing a rough-running engine is therefore looking at delivery per cylinder rather than at one shared pressure reading.
Fuel cleanliness decides most of the service life, and it is worth saying plainly rather than selling around it. The plunger clearance in a unit of this kind is measured in microns, so water and abrasive fines that a filter should have stopped reach the pumping element directly. Plants that hold the filter interval and keep the separator drained see the injectors last, and installations where the fuel stands for long periods are the ones that report trouble first.
Technical Specifications
Verified parameters for this unit injector, graded at the D12 platform level. Items the maker does not publish are flagged rather than guessed.
- Confirmed — taken from the reference part records and the maker part numbering.
- Reference — platform or engine figures that describe the application, not a claim of equivalence for this article.
- Not published — values that depend on the bench sheet or the build revision; we do not state a figure we have not verified.
| Reference / OE number | 3829644 (Volvo Penta maker number of this listing) |
|---|---|
| Component type | Electronically controlled unit injector (pump-nozzle, UIS / PDE) |
| Fuel system | Electronic unit injection, pump-nozzle, one injector per cylinder |
| Bosch number group | 0 414 702 |
| Bosch reference number | 0414702023 / 0 414 702 023 |
| Bosch OE field | 0414702013 / 0 414 702 013 |
| Bosch exchange reference | 0986441109 / 0 986 441 109 |
| Further reference forms | VOE3829644, VOA3829644, 20440409, 20440412, 3835257, 0414702010 |
| Engine code | D12 (12.1 L, six cylinder, four stroke, turbocharged) |
| Application | Volvo Penta D12 marine, generator set and industrial installations |
| Cylinders served | One injector per cylinder (a full set is six) |
| Condition | New |
| Warranty | 12 months |
| Displacement | 12.1 L (Reference, platform data) |
| Injection pressure | Not published |
| Nozzle model | Not published |
| Coil resistance | Not published |
| Plunger diameter | Not published |
| Flow rate | Not published |
| Packaged carton size | 30 × 10 × 10 cm |
| Packaged shipping weight | 4.000 kg gross |
Parameters marked Not published are not asserted anywhere on this page and no figure is substituted for them further down. Where a workshop needs a specific reading, the bench sheet for the unit you receive can be requested with the order.
The parts inside the body and what holds them
Pressure is made by a plunger running in a lapped barrel, and the pair is matched at build so the clearance stays tight enough to seal at cranking speed. Above it the body carries the valve that gates the event, and below it the nozzle. The injector spring is what returns the plunger after each stroke, and on this family it sits in the open around the barrel, which is why the coil is visible in every photograph of the unit.
The setting that rarest gets attention is the one that decides how much the unit lifts. A thin injector shim under the spring seat sets the preload, and it is also the part that a workshop changes when a replacement unit is trimmed to a cylinder. Getting that thickness wrong does not stop the engine; it moves the delivery of that cylinder away from the rest and shows up later as an imbalance.
Around the outside, three items decide whether the unit can be removed and refitted cleanly. The injector sleeve is the bore in the cylinder head that the unit sits in, and it must be clean and free of carbon before anything is fitted. The injector hold down is the clamp that resists the force of the pumping stroke, and it is the part that must be torqued to the figure the engine documentation gives rather than to a general value. The injector clamp bolt and its washer belong with the hold down for the same reason: a clamp that is not seated squarely loads the body instead of the bore.
A note on the technical wording, because it is where listings most often go wrong. Read as one item of a fuel injection system, this unit carries both the pressurising and the metering function, which is why it is exchanged rather than serviced. Read as a line on a parts drawing it is a single number with a build revision behind it. The numbers that matter most in service — delivered quantity per stroke and the pressure it reaches — come from a test bench rather than from a catalogue, and that is why they are left unpublished here instead of being copied from a listing for a similar injector.
Failure Symptoms
Unit injector wear signs to watch for on a D12 engine before any unit is exchanged.
- One cylinder running cold at idle, or a misfire that stays with that cylinder
- Smoke that stays dark under load where the rest of the engine runs clean
- Rated output not reached, most obvious on a long climb or under continuous load
- Balance figures that drift away from the other cylinders over weeks
- Hard starting, or cranking that takes noticeably longer than it used to
- Fuel in the lubricating oil, or soot at the sleeve where the unit seals to the head
- Rising fuel consumption against the engine’s own history
- Faults stored against a single cylinder rather than against the engine
Records of the stored codes are grouped on our fault code pages, and the list above should be read alongside live cylinder data rather than instead of it.
A unit that is closing its valve late or leaking past the seat does not fail suddenly. The first sign is usually the exhaust: diesel engine white smoke at start-up and at light load points to a cylinder that is not firing cleanly at all, while smoke that only darkens under load points to a cylinder receiving more fuel than it can burn. Neither colour identifies the injector on its own, because a valve or compression fault produces the same plume, so the balance reading is taken next.
Once delivery falls far enough, the control unit protects the engine and limits output, and the operator meets engine power loss as a derate rather than a stop. By that stage the fault is usually visible in more than one place at once: a cylinder well outside the fleet norm, a rising leak-off figure and a note of poor fuel economy diesel operators report against the engine’s own history. A unit that has begun to leak internally can also starve the cylinder it serves — the plunger still strokes, but the trapped volume escapes past the seat, so the event is short and late. Because a six-cylinder engine keeps running on the remaining units, that pattern is easy to mistake for a control fault, which is why the mechanical reading should come before the electronic side is suspected.
Replacement and setup notes
Exchanging a unit injector is a cleanliness-critical job, and the bore and clamp afterwards decide whether the cylinder runs true.
Record the number
Write down the number on the injector you are removing, and any etched field beside it, before anything is loosened.
Isolate the fuel
Shut the supply off and let the system stand before opening a high-pressure joint. Work on a clean surface only.
Clean the bore
Scrape and clean the sleeve, then check the cam and rocker face for scoring before the replacement goes in.
Lubricate and fit
Coat the plunger and the bore in clean engine oil and seat the unit squarely with a fresh sealing washer.
Torque to data
Torque the hold down and clamp bolts to the figure the engine documentation gives for this build.
Prime and bleed
Prime the circuit and turn the engine over before starting, so the pumping element is never run dry on first start.
Re-check balance
Run to temperature and compare balance and leak-off with the readings taken before the work.
A great deal of the outcome is decided before the new unit goes in. Injector bore cleaning is the step that is most often rushed, and it is the one that decides how long the replacement lasts: carbon left in the sleeve holds the unit off its seat, the clamp then loads the body instead of the bore, and the first sign is a leak at the sealing face rather than a running fault. Injector cleaning of the surrounding area matters for the same reason, because anything that falls into the bore during the exchange travels into the pumping element.
Every exchange takes a new injector sealing washer, and on this family the washer and the sleeve together form the combustion seal, so a reused washer that has taken a set will leak long before the injector itself gives trouble. When you install injector units as a set, fit them one at a time and keep the removed units in order, so that a unit with a suspect reading can be identified later without stripping the covers twice. The clamp and hold down sequence, and the torque figure that belongs with it, come from the engine documentation rather than from a general table, because the clamp loading differs across the D12 build revisions.
After the pipework is closed up, priming before the first start is what protects the new unit, because a pumping element asked to make pressure with air in the chamber will not make it and will run dry while trying. The electrical side is short but not optional: engine-side setup after an exchange normally includes matching the unit to the cylinder it now serves, so the control unit knows what it is driving. The general sequence is set out in our installation guide, and help reading balance and leak-off values is available through our maintenance notes.
Reference and interchange numbers
Looking for a volvo penta cross reference for this injector, or the Bosch number that sits behind the maker number? The list below is the one buyers match against, and every entry on it is a reference interchange only.
A volvo penta part number and a Bosch number describe one article from two directions, and on this unit the two are quoted together wherever the part is sold. The Bosch field carries two forms, 0414702023 and 0414702013, and which one a catalogue prints usually reflects the year of the listing rather than a difference in the hardware. Where a buyer’s paperwork carries only the maker number, the Bosch number on the body is the second check that closes the gap.
The exchange reference deserves its own line, because it is where a sourcing decision is easiest to get wrong. 0986441109 is the Bosch exchange number for this article: it identifies a remanufactured unit built back to the same specification, not a new one, and not a different part. If a quotation offers that number at a lower figure than a new unit, the difference is the condition, and the two should not be compared on price alone. This listing describes a new unit, and the numbers quoted here identify it.
The body also carries an etched field, reproduced here only so a buyer can recognise what they are reading. The photograph on this page shows the etched number group together with a square code; both are build markings of this article and neither is a number to order against. If your old unit carries a number that does not appear in the grid, send us a photograph of the body before ordering and we will check it against the reference group rather than guess from the paperwork.
Build quality and inspection
Every unit is assembled from precision components and checked before it leaves us.
Each unit is built to the pump-nozzle architecture used on the D12, with the pumping element, the nozzle and the solenoid valve set into one body as an assembly. The plunger and barrel pair is matched and lapped as a set and the valve is matched to the body, so what is tested is the unit rather than a collection of parts.
The etched fields and the cast markings are build-dependent, so confirm against the number on your own unit before ordering: the D12 ran across a long production period and more than one revision is in service. That is also why we photograph the etched field rather than relying on a catalogue entry.
Units are checked mechanically and hydraulically before dispatch. Where a workshop wants figures rather than a pass or a fail, the unit can be run on a bench and the sheet supplied with the order, covering the delivery and leak-off measurements used on this family. Our oem injector programme is what this listing sits in: a new unit built to the reference design, not a used one. Where a buyer needs an oem injector for a fleet that runs on exchange units, the Bosch exchange route is the one to quote, and injector reconditioning back to that specification is a Bosch service rather than something a general workshop can carry out. A remanufactured diesel injector carries the same number as a new one and a different condition, and we would rather say so before an order than after.
Two habits decide how long a replacement lasts, and neither is about the unit. Clean fuel comes first: water and abrasive fines pass through a filter that is overdue and reach the plunger clearance directly. The second is the filter interval itself, which on engines that stand idle for long periods is often stretched because the running hours have not accumulated. Holding that interval is the cheapest reliability work available on this family, and a working separator drain matters for the same reason, because water reaches the pumping element as readily as grit does.
Wholesale & bulk supply
Vidishi Auto is an export supplier of diesel fuel system parts, serving workshops, marine and plant operators and distributors who service unit injection engines in volume.
4 pcs, with tiered terms as quantity rises.
Matched batches for full engine sets and workshop stock.
Each unit is capped, wrapped and carton-sealed for freight.
Our wholesale programme runs from a small batch through to container quantities, and trade terms apply as soon as an order covers a full engine set. A workshop buying six units for a twelve-litre six is buying on distributor terms rather than one at a time, and the effective piece price falls as the batch grows. As a marine engine parts supplier we hold stock across the common diesel families rather than one engine, so an order that mixes volvo penta parts with the rest of a workshop’s list can travel as one consignment. Buyers who work through marine spare parts channels usually want the same build from shipment to shipment, which is what our stock holding is arranged to give. Send your required quantity and destination port for a quotation.
Packaging, weight and shipping
Export packing and freight for single cartons through container volumes, quoted per order.
30 × 10 × 10 cm.
4.000 kg gross per carton.
4 pcs.
Capped unit, wrap, carton sealed.
The packing for this unit is fixed: a capped injector laid in a moulded wrap inside a sealed carton. The carton label carries the number of the unit inside, so a consignment can be checked against the paperwork without opening every box, and the shipping weight carton pair we publish is 30 × 10 × 10 cm at 4.000 kg gross, which covers the unit, its protective caps and the wrap. Where a workshop orders a full set, the six cartons travel together on one wooden case packing option for customers who need the shipment to arrive as a single secure unit rather than as loose boxes. Freight options and delivery estimates are set out on our shipping information page; returns and cancellations are covered under returns.
Whether you are comparing a quotation from a local distributor or an offer from another exporter, ask for freight and warranty terms to be included so that the comparison is like for like. For one unit the courier option is usually the fastest route to a workshop; for a full engine set a consolidated case or a pallet brings the cost per piece down. Where the shipment is going to a bonded or resale address, ask for the commercial invoice and packing list to be issued with the dispatch documents so that clearance is not held up at the destination.
Frequently Asked
Common questions about the 3829644 unit injector and ordering a compatible replacement.
Is 3829644 a genuine Bosch unit injector?
What exactly is the 3829644 number?
Is this a unit injector or a separate pump?
Which engines does this injector fit?
How do I confirm it fits my engine?
Why does my unit show a different number?
How many injectors does a full engine set need?
What is the minimum order quantity?
What are the common failure symptoms?
Could smoke alone identify a failed unit?
Can electronic trim correct a weak cylinder?
Is a nozzle included separately?
What is the lead time?
Can I return an unused injector?
Which other numbers refer to the same article?
One question that comes up at the bench rather than at the desk is how to be sure of the number before the engine is stripped, and the short answer is that injector identification is best done from the old unit rather than from the paperwork. Where the etched field is unreadable, an engine serial number check against the parts list narrows the build, and the two together are usually enough for us to confirm the article. Ask before ordering rather than after — a unit that has been fitted cannot be returned as unused. Our diagnosis pages set out the readings to take first.
Need Help matching?
Send the engine serial plate and a photo of the old injector; we confirm the match before you pay.
The number and the engine serial are checked against the D12 application before dispatch.
Available for the unit that is shipped, on request.
Written quotations and additions to an open enquiry: [email protected]
Help reading balance and leak-off values before committing to an exchange.
Order the 3829644 unit injector
Confirm your injector number and the engine serial and we will match the unit to your D12. Minimum order four 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, Volvo and Volvo Penta 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 unit described here is not a genuine Bosch part and is not Bosch-branded. It is offered for the Volvo Penta D12 application and is warranted by Vidishi Auto for 12 months.
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