84E901259G5 Unit Pump Replacement for Bosch, GE GEVO 12 Locomotive
New 84E901259G5 electronically controlled unit pump for the GE GEVO-12 locomotive diesel. A Vidishi Auto compatible replacement for Bosch F00B.L0P.047, GE number 332X1021. 12-month warranty. Single package 30 x 21 x 10 cm, 7.000 kg gross. MOQ 4 pcs. Wholesale export supply.
Original price was: $2,410.00.$1,750.00Current price is: $1,750.00.
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Product Details
84E901259G5 Unit Pump by the Numbers
Verified identity and fitment data for this unit pump module, supplied for the GE GEVO-12 locomotive diesel.
A unit pump module is a different purchase from an injector. The high-pressure pump element, the roller plunger and the solenoid valve are built into one body that drops into the engine block and is held by the flange, so the job is a module swap rather than a pump rebuild. Because a GEVO-12 fires twelve cylinders from twelve separate modules, a fleet workshop replacing a full set orders twelve, while a single module is the normal order for a fault confined to one cylinder. The engine keeps running on the remaining modules either way, which is exactly why a failing module is often only found when the balance figures are read rather than when the locomotive stops.
Locomotive Engine Compatibility for 84E901259G5
This unit pump serves the GE GEVO-12 diesel used across the Evolution Series. Match the pump number and the engine code before ordering.
| Unit pump number | Cross reference | Application note |
|---|---|---|
| 84E901259G5 | 332X1021 | GE part numbers quoted together for this article |
| F00B.L0P.047 | F00BL0P047 | Bosch number for the same unit pump |
| B416810387 | B 416 810 387 | Reference number cross-listed for the same article |
| 332X1021R | 332X1021R | Reference form with the R suffix |
| 705503AT | 705503AT | Alternate reference quoted beside the GE number |
| K1791689 | K1791689 | Serial / supply reference quoted for this module |
Locomotive and engine applications
| Platform | Locomotive model | Engine | Years | Unit pump |
|---|---|---|---|---|
| GE Evolution Series | ES44AC / ES44DC (AC and DC traction, 4,400 hp) | GEVO-12 (V12) | 2003-present | 84E901259G5 |
| GE Evolution Series | ES44C4 / ET44AC / ET44AH / ET44C4 | GEVO-12 (V12) | 2005-present | 84E901259G5 |
| GE Evolution Series | ES40DC (4,000 hp) | GEVO-12 (V12) | 2004-2008 | 84E901259G5 |
| GE Evolution Series | ES30ACi / ES40ACi / ES44ACi export builds | GEVO-12 (V12) | 2007-present | 84E901259G5 |
Part number match
Match the number on your old module to 84E901259G5, or to the GE number 332X1021 quoted for the same article. Where the pump still carries its data label, the printed number F00B.L0P.047 identifies the same build.
Where the number is hard to read, a photograph of the pump body and the engine code plate is usually enough for us to confirm the build. On a locomotive the pump is not normally visible without removing covers, so the plate on the engine and the delivery paperwork from the last overhaul are usually the faster route.
Written up from the traction side this is a locomotive engine part for the GEVO-12, and written up from the depot side the same module is ordered from the diesel locomotive spares held on the shelf. A depot raising a locomotive engine parts requisition will normally quote the number against the unit, while an overhaul shop working through a train engine parts catalogue arrives at it from the engine code instead. A storeroom that keeps a working list of locomotive parts and a buyer who works only from the maker number are describing the same module; the number and the engine code are what we confirm.
Fitment verification
- Pump part number — match the number on the pump body or its data label to 84E901259G5 or to the GE number 332X1021.
- Engine code plate — the plate on the block must identify a GEVO-12 unit, not another GEVO cylinder count or an earlier engine family.
- Photo of the old module — a picture of the body, the flange stamping and the roller end, so we match the build revision rather than only the engine.
What a unit pump module does
On this engine each cylinder has its own pump, its own solenoid valve and a short high-pressure line to its own nozzle holder, so nothing is shared except the low-pressure supply.
The unit pump system is a time-controlled single-pump arrangement. A plunger pump element sits inside the module body and is driven directly by a cam on the engine camshaft through a roller plunger, so the pumping stroke is tied to crankshaft position rather than to a separate drive. A fast two-way solenoid valve sits at the delivery side of the pump. While that valve is open the pump cylinder fills on the suction stroke and fuel can still return on the delivery stroke, so no pressure is built. When the valve closes, the fuel trapped above the plunger has nowhere to go and the pressure rises quickly; when it exceeds the nozzle opening pressure the nozzle fires. Closing the valve therefore sets the start of injection and opening it sets the quantity, which is how the engine control unit meters fuel per cylinder without any mechanical rack or governor.
That is the key difference from a rail-based system that holds one shared volume of fuel at pressure for all cylinders. A diesel injection pump of this type builds pressure where it is used, in a single stroke, and the injection event lasts a fraction of a millisecond. What the module has to do well is seal: the plunger and barrel pair is lapped to a very fine clearance so that pressure holds at low engine speed, and the solenoid valve has to seat hard enough to hold that pressure and release it cleanly at the end of the event.
Cam-driven pressure
The plunger is worked by the injection cam through a roller plunger, so peak pressure arrives with the cam profile rather than from a stored volume.
Electronic spill control
A pump nozzle style hydraulic event is timed and metered by a solenoid valve on the delivery side, so the mapping lives in software.
Per-cylinder metering
Because each cylinder has its own module, cylinder-to-cylinder trim is applied electronically instead of by a mechanical adjustment.
The trade-off is that the module is mechanically simple and electronically precise at the same time. A high pressure fuel pump element of this kind will outlast most of the engine it is fitted to if the fuel is clean, because there is no complicated distributor to wear and no belt-driven drive to stretch. The parts that do wear are the plunger and barrel pair and, on engines that stand idle in damp conditions, the connector at the solenoid. A workshop diagnosing a rough-running locomotive is therefore looking at delivery per cylinder rather than at a single shared pressure reading.
Read across the trade, an electronic unit pump and a unit injector are often described in the same breath, and they are not the same article. One carries the nozzle in its own body and fires straight into the combustion chamber; the other sends fuel down a short pipe to a separate nozzle holder. On this engine the pump is a separate module, which is why the numbers in this listing identify a pump body rather than a complete assembly. Even a bosch fuel pump listing that quotes the right family can therefore be describing the wrong link in the chain, which is why we ask for the number on the body.
Fuel cleanliness is the one variable that decides service life here, and it is worth stating plainly rather than selling around. The plunger and barrel clearance is measured in microns, so abrasive contamination that a filter should have caught goes straight through the pumping element. Fleet practice on this engine is to hold the filter change interval and to keep the water separator working; where fuel quality is poor, the pump element is the first thing to show it.
Injection pump, unit injector or pump-nozzle unit — what the terms cover
Parts desks write the same hardware in several ways and the wording is not a specification. A traction depot raising a requisition quotes the number off the pump. A parts catalogue organised by engine code quotes the code instead. An export listing quotes the Bosch family reference and adds a machine description. All three can lead to the same module, and only one field separates a correct order from a wrong one, which is the number stamped on the body.
That is why this page is built around the article number rather than around the locomotive model. Where your own paperwork calls the part an EUP module, a diesel unit pump for the GEVO engine, or simply a locomotive fuel pump, the number on the body still settles it, and the number we ship against is the one you state.
Technical Specifications
Verified parameters for this unit pump module, graded at the GEVO-12 platform level. Items the manufacturer does not publish are flagged, not 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 module.
- Not published — values that depend on the bench test sheet or on the build revision; we do not state a figure we have not verified.
| Reference / OE number | 84E901259G5 (GE 332X1021) |
|---|---|
| Component type | Electronically controlled unit pump (EUP) module |
| Fuel system | Time-controlled single-pump injection, one module per cylinder |
| Bosch reference number | F00B.L0P.047 |
| Interchange references | B416810387, 332X1021R, 705503AT, K1791689 |
| Engine code | GEVO-12 (V12, four-stroke turbocharged diesel) |
| Application | GE Evolution Series locomotives (ES44AC, ES44DC, ES44C4, ET44AC, ET44AH, ET44C4, ES40DC, ES30ACi, ES40ACi, ES44ACi) |
| Cylinders served | One module per cylinder (a full set is twelve) |
| Condition | New |
| Warranty | 12 months |
| Engine bore and stroke | 250 mm and 320 mm (Reference, engine platform data) |
| Displacement | 11.0 L per cylinder (Reference) |
| Peak injection pressure | Not published |
| Plunger stroke | Not published |
| Nozzle configuration | Not published |
| Opening pressure | Not published |
| Flow rate | Not published |
| Emission class | Not published |
| Packaged carton size | 30 × 21 × 10 cm |
| Packaged shipping weight | 7.000 kg gross |
Parameters marked Not published are not asserted anywhere on this page, and no figure is substituted for them further down. Where a depot needs a specific reading, the bench sheet for the module you receive can be requested with the order.
A note on the technical wording, because it is where most listings go wrong. A plunger pump element and a bosch unit pump describe the same hardware, one in plain terms and one by maker family, and neither implies a specific figure. A unit injector is a different article again, because the nozzle travels with it. Because the module is tested as a unit, the numbers that matter most — delivered quantity per stroke and the pressure it is reached at — are the ones the test bench produces rather than the ones a catalogue quotes, and that is why they are left unpublished here instead of being copied from a similar listing. A pump nozzle assembly on the other side of the high-pressure line is a serviceable item in its own right and is quoted separately from this module. Buyers comparing a high pressure fuel pump specification across suppliers should expect the same published fields from every supplier, and the same honesty about the fields nobody publishes.
Unit pump, unit injector and pump-nozzle units — what the terms cover
All three are cam-driven systems with electronic spill control, and that is where the similarity ends. A unit pump keeps the pumping element in the block and pushes fuel down a short pipe; a unit injector carries the nozzle in the same body; a pump-nozzle unit does the same job on older engines without electronic metering at all. On the GEVO-12 the architecture is the first of those, so what arrives in the box is a pump body with a roller plunger and a solenoid valve, and the nozzle holder stays where it is.
What changes the specification within that family is the build revision, and the revision is not written in the trade name. Two modules can look alike and meter differently, so the article number and the engine code together are the only reliable pair of fields. A module that carries the right number but was built for a different cam profile will fit and will run, and the cylinder balance will be close enough to look plausible, which is why the number is checked against the engine rather than against the model of locomotive.
Diesel engine parts of this type have been built to the same broad architecture for two decades, which is what makes a module replacement practical on a locomotive that is still in revenue service: the mounting flange, the roller plunger arrangement and the solenoid connector are common across the Evolution Series build, so the same article serves locomotives built in different years. Where a buyer writes the order as a diesel pump module and the supplier lists it as an electronically controlled unit pump for the GEVO engine, both are naming the same article, and what arrives is the module rather than a complete injector.
Failure Symptoms
Unit pump failure signs to watch for on a GEVO-12 locomotive before a module is replaced.
- One cylinder running cold at idle, or a persistent misfire that stays with the cylinder
- Exhaust that stays dark under load where the rest of the engine runs clean
- Rated output not reached, most obvious on a long climb or when hauling tonnage
- Cylinder balance figures that drift away from the others over weeks
- Hard starting, or cranking that takes noticeably longer than it used to
- Fuel in the lubricating oil, or soot at the flange where the module seals to the block
- Rising fuel consumption against the locomotive’s own history
- Fault codes stored against a single cylinder rather than against the engine
Unit pump symptoms on a locomotive overlap heavily with low fuel pressure, air in the suction side, injector faults and valve or compression problems, so the normal route is a balance test plus a return-flow reading before anything is condemned. Summaries of the stored codes are grouped on our fault code pages, and the list above is meant to be read alongside live cylinder data rather than instead of it.
Most diesel engine misfire complaints on this engine trace back to delivery rather than to ignition, because there is nothing else to trace them back to. A module that has begun to leak internally shows up in two places at once: the quantity it delivers falls away at high load, and the return flow rises, so a return-flow test separates a worn pumping element from a nozzle problem in a single reading. A diesel engine misfire of that kind will not clear on its own and will not respond to an electronic trim, which is the practical sign that the module rather than the mapping has to change. Engine derate is the last stage of the same process: once delivery drops far enough, the control unit limits output to protect the engine, and by then a fuel system troubleshooting session usually finds more than one cylinder affected on a high-hour locomotive. Renewing one module is a repair; renewing the set is the more economic route once two or three cylinders are out of the same adjustment.
Replacement and setup notes
Fitting a unit pump module is a cleanliness-critical job, and the engine-side setup afterwards decides whether the cylinder runs true.
Record the number
Write down the article number and any flange stamping on the module you are removing before anything is loosened.
Isolate the fuel
Shut off the fuel supply and let the system stand before opening any high-pressure joint. Work on a clean surface only.
Check the bore and the cam
Clean the module bore and inspect the injection cam lobe and the roller for scoring before the new module goes in.
Lubricate and fit
Coat the plunger and roller tappet with clean engine oil and seat the module squarely with a fresh sealing ring.
Torque to data
Torque the retaining bolts and the high-pressure line to the figure your 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 cylinder balance and return flow with the readings taken before the work.
An injection pump replacement on this engine is done with the module out in the open rather than on a bench, because there is nothing inside the body being serviced: what changes is the module, and the fuel pipe and the sealing ring with it. The two things that cause trouble afterwards are dirt and a dry start. A particle that finds its way into the pumping element during fitting will score the plunger before the locomotive leaves the depot, and a module turned over without fuel in it will do the same damage without any contamination at all. Both are avoidable with normal shop discipline.
The electronic side is short but not optional. Engine-side setup after an injection pump repair normally includes matching the module to the cylinder it now serves, so the control unit knows what it is driving. Where the locomotive is being reassembled after a fuel system repair carried out across several cylinders, this is the point at which the readings taken before the work are worth having on paper, because they are the only baseline the new set can be judged against. Help reading balance and return-flow values is available through our maintenance notes, and the general sequence is set out in our installation guide.
Reference and interchange numbers
Need a fuel pump cross reference or a 84E901259G5 equivalent? The numbers below are the ones buyers match against. All are reference interchanges only.
A bosch cross reference is only useful when it names the engine as well as the number, and on this article the engine is the whole point: the pump is built for the GEVO-12 cam and would not serve another cylinder count without a change of build. Treat any part number lookup that returns a Bosch family number on its own as half an answer, and check it against the GE number as well. In practice a cross reference search for this module arrives either from the GE side, from the Bosch reference printed on the label, or from the reference numbers quoted by parts houses, and all three routes should land on the same article. A fuel pump cross reference by machine model alone, without the number, is the one route that regularly produces a wrong module.
The body also carries a flange stamping and a data label, reproduced here only so a buyer can recognise what they are reading. The label in the photograph on this page carries the printed part number and a data matrix code; it is shown for identification, and the number it carries is the number we ship against. If your old module 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 reference group. Where a listing gives a bosch injection pump interchange figure, check that it names the engine as well as the number, because an interchange written without the application is not a match.
Two suppliers can quote the same module under different wording — one listing a replacement unit pump, another an exchange module for a GEVO locomotive, 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 module is built for, which is why we record both on the offer we send.
Build quality and inspection
Every module is assembled from precision components and checked before it leaves us.
Each module is built to the unit pump architecture used on the GEVO-12, with the pumping element, the roller plunger and the solenoid valve set into the body as one assembly. The plunger and barrel pair is matched and lapped as a set, and the solenoid is matched to the body, so what is tested is the module rather than a collection of parts.
The internal numbers and the flange stamping are build-dependent: confirm against the number on your own module before ordering, because the Evolution Series build ran across several years and more than one revision is in service. That is also why we photograph the data label rather than relying on a catalogue entry.
Modules are checked mechanically and hydraulically before dispatch. Where a depot wants figures rather than a pass or a fail, the module can be run on a pump bench and the bench sheet supplied with the order; injector testing equipment of the type used on rail fuel systems covers the same delivery and return-flow measurements, and having the sheet on file makes a warranty conversation a short one. A reconditioned module is a different article from a new one, and this page describes a new module.
Two operational habits decide how long a replacement lasts, and neither is about the module. Diesel fuel quality is the first: water and abrasive fines pass through a filter that is overdue and reach the plunger clearance directly. The second is the fuel filter diesel interval itself, which on standby or low-utilisation locomotives is often stretched because the engine has not done the mileage. Holding that interval is the cheapest reliability work available on this engine.
Wholesale & bulk supply
Vidishi Auto is an export supplier of diesel fuel system parts, serving depots, overhaul shops and distributors who service unit pump engines in volume.
4 pcs, with tiered terms as quantity rises.
Matched batches for full engine sets and depot stock.
Each module is capped, wrapped and carton-sealed for freight.
Our diesel parts wholesale programme runs from a small batch through to container quantities, and as one of the diesel engine parts supplier names serving export workshops we consolidate mixed diesel engine parts orders into a single shipment. A depot buying a dozen modules to cover a full engine set is buying wholesale diesel parts on tiered terms rather than on a single unit, and the effective piece price falls as the batch grows. Buyers who place a standing order usually want the same build 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, and fleet arrangements are set out under fleet programs.
Packaging, weight and shipping
Export packing and freight for single cartons through container volumes, quoted per order.
30 × 21 × 10 cm.
7.000 kg gross per carton.
4 pcs.
Capped module, wrap, carton sealed.
The 30 × 21 × 10 cm carton is sized for one capped module laid on its side, so a set for the twelve-cylinder engine ships as a compact case rather than a pallet of oversize boxes. The packaged shipping weight is 7.000 kg gross per carton, which covers the module, its protective caps and the sealed wrap. Freight options and delivery estimates are set out on our shipping information page; returns and cancellations are covered under returns.
Where a diesel pump module is quoted for more than one unit, the figure that applies to your order is the one confirmed before dispatch rather than a headline number, because freight and quantity move it. Whether you are comparing a quotation from a local distributor or a diesel fuel pump offer from another exporter, ask for it to include freight and the warranty terms so the comparison is like for like. Where a diesel parts for sale listing shows a single price, check whether it is per module and whether freight is included before committing.
For one module the courier option is usually the fastest route to a depot; for a full engine set, a consolidated case or a pallet brings the freight cost per piece down. Where the shipment is going to a resale or bonded address, ask for the commercial invoice and packing list to be issued with the dispatch documents so clearance is not held up at the destination.
Frequently Asked
Common questions about the 84E901259G5 unit pump and ordering a compatible replacement.
Is 84E901259G5 a genuine Bosch unit pump?
Is this a unit pump or a complete injector?
Which engines does this unit pump fit?
How do I know it fits my locomotive?
How many modules does a full engine set need?
What is the minimum order quantity?
What causes a unit pump to fail?
Can a misfiring cylinder be fixed by electronic trim alone?
What does hard starting on this engine point to?
Is the nozzle included with the module?
What warranty applies?
Which other numbers refer to the same article?
What is the lead time, and can I return an unused module?
Do you also supply the fuel filter for this engine?
Need Help matching?
Send the engine code plate and a photo of the old module; we confirm the 84E901259G5 match before you pay.
Article number and engine code confirmed against the GEVO-12 application before dispatch.
Available for the module that is shipped, on request.
Help reading balance and return-flow values before committing to a module replacement.
Order the 84E901259G5 unit pump
Confirm your module number and the engine code and we will match the pump to your GEVO-12. 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, General Electric and Wabtec 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 module described here is not a genuine Bosch part and is not Bosch-branded. It is offered for the GE GEVO-12 locomotive application and is warranted by Vidishi Auto for 12 months.
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