BHT6PA110 Inline Fuel Injection Pump for Dachai 6DE2 Diesel BP11C8

The application we stand behind is a Dachai SDEC 6DE2 series six-cylinder diesel running a mechanical in-line pump, and the host part number published for this build, 1111010-E508, is recorded against a variant in that series. Two things carry that application and they are the two the published data actually supports: the assembly code on your documents, and the construction of the pump on the engine. We deliberately do not extend that to a full engine list, an emission stage, a delivery figure or a year range, because the sources we can cite contradict each other on exactly those points and a value we cannot stand behind twice is worse than no value at all. That is the diesel injection pump this engine was built with, and an order that starts from the paperwork that came with the old pump is the one that arrives correct.

Why the assembly code matters more than the model number. This is the point that catches people, so it is worth stating plainly. The published assembly table lists build designation BHT6PA110 against more than ten assembly codes — BP1110, BP1114, BP1126, BP1140 and others — and each one is paired with its own host part number and its own engine, spanning several engine series. Same designation on the casting, different unit in the box. What differs between them is not cosmetic: the governor, the feed pump, the delivery setting and the mounting arrangement all follow the assembly code. Ordering on the model alone is the most expensive mistake available on this part, and it is entirely avoidable with a phone photograph of the paperwork that came out of the engine.

Three more identifiers worth having. If the machine is still with the customer, the VIN on the registration document settles the engine variant faster than any chart, and the chassis plate number settles which build the vehicle left the factory as. Where the pump is already off the engine, a photograph of the engine model plate and a photograph of the old pump settle it instead. Any one of those three alongside the assembly code is enough for us to confirm in writing; all of them together is what stops a model-level mix-up reaching your workshop.

What this page is not claiming. We are not saying that any neighbouring assembly code in the same family fits your engine, that a component number for the plunger pair or the delivery valve pair is settled, that the published application covers a machine without a code check, or that a pump from a different family substitutes. BP11C8 describes one build under one designation, and the code on your documents is what identifies it. Anything beyond those lines is better answered from your own parts data, and we would rather answer it with you than assert it here.

An inline fuel injection pump is the older and simpler of the mechanical arrangements, and it is still fitted to a very large number of trucks and industrial engines because it is straightforward, it is repairable in the field, and it does not need anything electronic to work. A transfer pump in the tank, or a feed pump on the pump itself, pushes fuel forward at low pressure. The pump then does two jobs at once, mechanically: it raises the pressure, and it decides how much fuel each cylinder gets and when. Both jobs are done by moving metal, which is why this design is easy to test and easy to understand once you know which part does what.

The mechanism runs in a straight line. Inside the cast body there is one plunger per cylinder, each sitting in its own bore. A lobe on the engine camshaft rotates past, and it acts on the plunger through a roller tappet — a small wheel in a carrier that converts the lobe into a smooth rising push on the plunger. As the plunger rises, the volume above it is trapped, and the rising pressure forces a metered charge up the delivery line to the matching nozzle. At the top of the stroke the delivery valve opens to let the surplus volume back to the tank, which is what stops the pump from building pressure it does not need. When the lobe has passed, a spring in the tappet carrier pushes the roller back down and the plunger returns, and a delivery valve seat closes behind it to hold what was delivered.

Two of those components are the reason a pump of this type is identifiable at a glance, and both are visible in the photographs on this page. The first is the row of delivery valve holders along the top of the body: six of them, one per cylinder, and counting them tells you the cylinder count before the pump is fitted. The second is the roller tappet assembly capping one end of the pump, which is a large bronze cylinder with a black carrier behind it. A distributor pump has neither, because it has a single rotor inside a block instead. A common rail pump has no delivery valve holders at all, because it pressurises a common volume continuously and the injectors above it do the metering. Get that straight and half the ordering errors on this part disappear before they happen.

The numbers form the second trap on this build, and the trap has a specific shape. Three of them describe one pump at three different levels, and confusing them is common enough to be worth spelling out. Start with the deepest one. BHT6PA110 is the build designation: the model stamped into the pump family, and the number an order is most often written against. BP11C8 is the assembly code, which the manufacturer issues for one engine application of that model. 1111010-E508 works as a host document number, the form the engine maker uses to record the same unit in its own parts system. Read together they say one thing: this is the pump built to that designation, supplied against that assembly code, for the engine whose paperwork carries that host number. Read separately, and the model on its own tells you almost nothing, because the published table behind it lists more than ten assembly codes.

That is the practical point of this page, and it is why the assembly code appears in the first screen rather than in a table at the bottom. A host part number tells a workshop what their system expects, an assembly code tells a supplier what to supply, and the build designation tells both of you which family to look in. None of the three can be substituted for another, and an order written against the weakest of the three is an order that has a real chance of arriving as the wrong unit — not a wrong-looking unit, but a subtly different one that fits the mount and does not deliver what the engine expects.

The second thing the photos settle is what actually ships. This is the complete assembly: the cast body with its six delivery valve holders, the full roller tappet assembly at one end, and the mechanical governor with its linkage and the mechanical feed pump with its brass inlet fitting at the other, all as photographed, plus the two-part data plate fixed to the flat of the body. Inside the body sit the plunger pair and the delivery valve pair, which are what actually seal and what actually meter. Whether those are supplied assembled is confirmed against the packing list rather than claimed here, and their part numbers are not published for this assembly code, because a family number quoted against the wrong code is exactly the mistake this page exists to prevent.

When a pump of this type stops behaving, the engine tells you through how it runs rather than through a warning light. A hard start that is worse when the engine is warm. An idle that hunts and will not settle. Power that arrives fine at idle and disappears the moment the engine is worked. An engine that will not hold its governed speed. Each of these is examined properly in the symptoms section below, together with the delivery comparison between cylinders that separates a pump fault from a single nozzle fault without guesswork.

Where our supply differs is what arrives rather than how the part works. Original equipment supply comes through the manufacturer’s own channels, and a buyer whose paperwork requires a factory boxed part does need to go there. What we supply is an inline fuel injection pump replacement — a new compatible unit for the same job, sold under the Vidishi Auto brand, carrying the same designation, at a single-piece minimum with no core return. That last point matters more on a pump this size than on a small one: nothing has to come back, there is no exchange loop to manage, and the removed pump stays with you for the warranty file.

One thing we do not do is dress that up. The BHT6PA110 pump we ship is ours, not a manufacturer’s and not a vehicle maker’s. The build designation, the assembly code and the host part number appear on this page so you can match the pump you are replacing. They are references for fitment, not a claim about who made the part, and the plate visible in the photography is recorded as a plate on the unit being described rather than as a statement about where the goods we supply were made, which is why no country of manufacture is claimed anywhere above. The buying guides hold the general method for confirming any diesel part from the unit itself, and the glossary explains the terminology if any of the names above are unfamiliar.

How we label data. Confirmed means a value read directly from the goods we handle, including the delivery valve count, the visible construction and the plate on the cast body. Reference means a part number, an assembly code or a host document number quoted so your paperwork can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a delivery figure, a component number or a fitment list that we cannot source would be worse than an empty cell, because it would end up in somebody’s parts order or somebody’s engine settings.

What is in the box. One complete inline fuel injection pump: the cast body with the six delivery valve holders, the full roller tappet assembly at one end, and the mechanical governor and mechanical feed pump at the other, exactly as photographed, with the data plate on the body. Inside the body are the plunger pair and the delivery valve pair, and whether they are supplied assembled is confirmed against the packing list rather than asserted here. New sealing washers, new delivery line seals and a fresh filter element are required at fitting and none is asserted as included for this line. Nothing on this page is sold loose from the pump, and the internal service components keep their own listings for buyers who want a rebuild rather than a replacement.

Read the table from the top, because the order matters. BHT6PA110 is the build designation and it is the number a listing carries, which is why it is also the number an order is most often written against. On its own it is the weakest identifier on the page, and the second row explains why. BP11C8 is the assembly code: the number that identifies which engine application you are holding, and the one a supplier needs in order to pick the right unit off the shelf. 1111010-E508 is the host document number, which is how the engine maker records the same assembly in its own parts system, and it is the number your own parts department will search. Used as a BHT6PA110 cross reference map, the table is a boundary as much as a bridge.

The BP11xx code range row is the one that stops people over-reaching, and it is here deliberately. The published assembly table behind this designation lists BP1110 against host number 1111010-E011, BP1126 against 1111010-43D, and BP1140 against 1111010-E173, among others, each with its own engine. Same designation, different unit, different application. That is exactly why a designation-level search is not a fitment check, and why the assembly code on your paperwork settles the match instead. The three neighbour rows are listed to show the shape of the range, not to offer you alternatives.

What the table deliberately does not do is extend itself. It does not say that a neighbouring assembly code fits your engine, that a component number for the plunger pair or the delivery valve pair is settled, or that a pump from a different engine family substitutes. Those are exactly the assumptions that turn a cheap order into an expensive week of machine downtime, and we would rather leave the cell empty than fill it with a guess. If you are holding a number that is not on this list, send it to us with the engine plate and we will tell you what it is and whether it is this pump.

One practical warning about number formatting, because it wastes more time than it should. These identifiers appear in grouped and ungrouped forms across different systems — a host number written with hyphens in one catalogue and without in another, an assembly code written in one place and abbreviated in another. A parts system will match one form and not the other, which is worth knowing before a search box tells you a part does not exist. Our comparison charts set out the number families we can evidence, and the buying guides cover the general method for confirming any diesel part from the unit itself.

The practical difference shows up on the delivery bench. When one cylinder starts returning more than its neighbours, the machine either runs on that cylinder until something else breaks, or the workshop fits a known-good pump and the spread disappears. Keeping a matched spare — right assembly code, six delivery valves, tappet and governor as supplied — turns a two-week machine stop into a same-week swap. That is the case for holding one of these before anything has failed, and it is why a single-piece minimum is the sensible purchase here: one pump is one job, and the shelf spare is the one that earns its keep.

• Hard starting that is worse when warm — A pump that has lost delivery volume does not always show it cold, where the engine is asking for little. A start that is brisk cold and long when the engine is warm is worth reading properly rather than blaming the battery.
• An idle that hunts or will not settle — At idle the governor is holding speed on its own spring and the pump has to deliver evenly into it. A governor that has lost its adjustment shows up as an idle that will not hold, often with a shake that no mounting fault explains.
• Loss of power only when the engine is worked — When the operator asks for load the pump has to supply more, and that is exactly what a tired unit struggles to do. The engine feels flat when it is asked for more and fine at idle, which is what makes it easy to misread as a clutch or a turbo.
• Smoke under load — Fuel delivered at less than the pressure the engine asked for will not atomise the way it should and leaves the stack as smoke. On an inline pump that points at delivery volume and at the delivery valve, not only at the nozzles.
• Rising fuel consumption — Fuel that is not burnt in the cylinder goes back to the tank and is measured again, so the gauge moves faster than the work done and the tank empties sooner than the hour meter suggests.
• An engine that will not reach its governed speed — The measurement that settles it. On a mechanical inline pump the rated speed belongs to the governor on this assembly, and an engine that will not hold it under load is pointing at the governor or at the delivery it is not making.
• Rough running that gets worse as it warms — A pump that is marginal cold often gets worse hot, because clearances change and the fuel thins. A fault that appears only once the engine is at full temperature is a pump and governor fault far more often than a nozzle fault.
• Metal in the filter bowl or a feed line running hot — An internal failure on a mechanical pump can put wear debris into the feed circuit and the tank, and a return or feed line that runs unusually hot is a reason to stop and flush rather than fit and drive.

The pattern worth holding on to is unevenness between cylinders rather than a total loss. A single worn nozzle shows up on one cylinder and leaves the engine steady on the other five. A tired inline fuel injection pump shows up as a spread: every cylinder returning a slightly different volume, an idle that will not hold, and a governed speed the engine will not sit on. Comparing delivery between cylinders is what separates the two, and it is the measurement we would ask for before quoting a pump. The fault code guide explains how to read the data behind a code, and our maintenance guide covers the filter and water separator intervals that keep this circuit healthy.

The second pattern is specific to this design and worth its own paragraph, because it changes what you do next. On a mechanical in-line pump the plunger pair runs at high pressure against a tight seal with the diesel itself as its lubricant, and a failure inside it can put wear debris into the delivery lines, back along the supply side and into the tank. Fine particles in the filter bowl, or a feed line running unusually hot, are the reasons to stop the engine, flush that circuit and then fit the pump rather than hand the machine straight back. A replacement fitted into a circuit that was never cleared is a second failure bought on the same day, and on a pump this size it is an expensive one.

A third note, on the mechanical side rather than the fuel side. This pump is driven through a roller tappet by a lobe on the engine camshaft, and the tappet spring sets how the roller follows that lobe. A collapsed spring or a badly worn cam lobe produces exactly the symptoms above without the pump being at fault, and it is the reason the tappet and the cam are inspected before a new pump is fitted rather than after. On an engine that has been running well past its first cam overhaul, the pump may be the second problem rather than the first, and a workshop that checks the drive end first avoids fitting a good pump into a drive that will damage it.

• Step 1. Match the code before anything is unbolted
  Read the assembly code off the documents for the old pump or off the engine maker parts catalogue for that engine, and send it to us. Do not order on the model designation alone, because one model in this family covers more than ten assembly codes across different engines, and the assembly code is what decides the governor, the feed pump and the delivery setting.
• Step 2. Mark the drive position and the shim pack
  Before the pump comes off, mark where it sits against its mounting face and keep every shim with its position noted. An inline pump is shimmed to get its drive engagement right, and a shim pack that goes back in a different order is the most common reason a new pump feels heavier than the old one.
• Step 3. Drain, depressurise and clean around the joint
  Let the system stand, release the pressure in the delivery lines, then wash down over the pump joint and blow the sealing face clean before a single bolt is loosened. Grit that lands on that face ends up between the two surfaces and the new pump weeps from its first minute.
• Step 4. Unbolt evenly and lift the body straight off
  Work the bolts in sequence instead of freeing one corner at a time, and lift the body square off the engine. The roller tappet assembly is heavy and it hangs off one end, so support the pump as it comes away rather than letting it hang on the tappet.
• Step 5. Inspect the tappet, the spring and the drive wheel
  Check the roller tappet face, the tappet spring and the engine cam lobe for scoring, flat spots and embedded debris. A pump that has been turning against a worn cam, or against a spring that has collapsed, will damage the new tappet inside its first hour of running.
• Step 6. Flush the feed side if the old pump failed internally
  A mechanical pump that fails inside can put debris into the tank, the feed lines and the filter housing. Drain it all, fit a new filter element, clean or replace the filter housing, and only then fit the new unit. This is the step most often skipped on a pump sold as a drop-in.
• Step 7. Fit new seals, a new filter and check the feed inlet
  New sealing washers at the pump to block joint, new seals at every delivery connection, and a fresh filter element rather than a cleaned old one. Check that the feed inlet on the mechanical feed pump is clear and that the supply line is full of air-free fuel before the engine is started.
• Step 8. Refit, re-shim, prime and verify the governed speed
  Drop the body into its marked position with the correct shim pack, bring the mount up evenly and tighten to the figure for your engine. Then fill and bleed the system until it shows no air, and verify the governed idle speed and the rated speed under load before the vehicle goes back on the road.

Two notes on what we deliberately do not print. We do not publish the tightening figure for the mount, the phasing of the pump against the cam, or the delivery figures, because all three belong to the engine application and to the assembly code rather than to the part, and a figure copied from a product page into a workshop manual is how a good pump gets damaged on a correct fit. Take them from the engine manual for the machine in front of you. And we do not publish a diesel fuel injection torque value as a shortcut, because the mount, the delivery lines and the supply connections each have their own figure and they are not interchangeable. The installation guide covers the surrounding routine, and the glossary defines the terms if any of the above are new to you.

The step that gets skipped most often is the first one, and it is the step that decides whether the part is right. A pump shimmed to the wrong position will fit, will prime, and will run — and it will feel heavier than the engine should because it is delivering at the wrong point in the cam cycle. Recording the shim pack as it comes off, in order and in position, is a two-minute job that prevents the most common complaint we hear about replacement inline pumps that turned out to be entirely correct.

Every BHT6PA110 pump is covered by a 12-month warranty against manufacturing defects. That covers a unit that arrives out of specification or fails early because of how it was made. It does not cover damage from contaminated fuel, from water in the tank, from a filter changed too late, from incorrect fitting, from a drive coupling torqued beyond its figure, or from a separate fault elsewhere in the fuel circuit. It does not extend to labour or to the machine. It is a supplier warranty from Vidishi Auto, and it is not a warranty from any engine maker — we are not a dealer for any of the equipment makers and no cover from any of them travels with this part.

The one condition we ask about every time is whether the circuit was flushed when the old unit came out, because on a mechanical in-line pump that is the single most common reason a replacement fails early and the single easiest thing to get wrong on a job where somebody is under time pressure. The plunger pair runs on the diesel itself as its lubricant, so metal left in the feed side is the mechanism, not a theory. Tell us what was done and we can tell you quickly whether a claim is likely to stand. If you would rather settle that question before you order, the contact page is the fastest route to a written answer.

Two questions buyers ask about the cover itself. The BHT6PA110 warranty starts from delivery rather than from fitting, so a pump held on the shelf as a diagnostic spare 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 pump stays yours, and what you do with it has no effect on the cover on the new one.

The minimum order quantity is 1 piece, and the reasoning is worth stating rather than leaving you to work out. Demand for a pump of this type arrives one fault at a time, because a failure takes a machine off the road and the repair is done once, properly. A single unit covers that job, and it lets one pump sit on the shelf as the known-good unit for comparison before anything else is committed. From there the line scales normally — a fleet running several engines will take a set per machine, and a distributor will take them alongside the rest of a fuel system order.

For trade buyers there is one point on this line that is genuinely unusual and worth planning around. Because a single published build designation covers more than ten assembly codes, a distributor ordering by designation alone will eventually ship a unit that does not match a customer’s engine, and the return will cost far more than the pump. The fix is procedural rather than commercial: order against assembly codes, keep a list of them against your engine applications, and let us do the cross-reference before the order is placed. Send us your application list and we will work through it with you line by line.

What we do not do on this line is pretend the part is something it is not. The unit we ship is a new compatible replacement sold under the Vidishi Auto brand. It is not manufacturer-branded, it is not a vehicle maker product and it is not a factory boxed original. That matters commercially as well as legally: if your incoming goods inspection needs a specific brand on the paperwork, this is not that product, and we would rather tell you now than have a delivery rejected. The help centre covers ordering and documentation questions.

The package size and gross weight in that table are a packing estimate, and we label it that way rather than quietly presenting it as a specification. No source we can stand behind publishes a packaged figure for this assembly code, so we give you a figure we can pack and weigh against rather than a manufacturer specification we cannot evidence. If your freight is calculated on volumetric weight rather than actual weight, tell us the destination and we will confirm the chargeable weight against the carton we actually use. The shipping page sets out the full documentation and delivery terms, and the order tracking page is where to follow a shipment once it has left.

On the protective side, two areas get watched closely: the roller tappet and the governor linkage on the opposite end. A tappet face scored in transit will not seal, and one knocked out of round will drive the plunger badly from the first minute. A bent linkage pin at the governor end produces a fault that looks like a speed control problem for weeks afterwards. Both ends are packed protected on every unit, and both are worth checking on arrival before the box goes into stores.

A note on the gross weight in particular. A pump of this size on a pallet, or in a mixed fuel system consignment, will often be charged on volume rather than on weight, and a six-cylinder in-line assembly is an awkward shape for a carton. Tell us the mode and destination and we will confirm the chargeable figure against the packing we actually use. Tell us the destination and the mode and we will confirm the chargeable figure against the packing we actually use. If you are comparing freight on a per-unit basis, tell us the destination and the mode and we will confirm the chargeable figure against the packing we actually use rather than leaving you to estimate it from a table.

An in-line injection pump is a small number of large, precisely machined parts, so this line is checked at unit level rather than by sample. Every batch passes an incoming check against the assembly code on the order paperwork, a count of the delivery valve holders on the body, an inspection of the roller tappet face and its carrier, a confirm that the governor linkage and the feed pump inlet are present and undamaged, a check that the delivery holder threads are clean and free of obstruction, and a packed-weight confirmation against the documented estimate. The supplier shows a system certification badge in the corner of the product photography, which we record as a mark on the image rather than as a certificate we issue.

Rather than publish reviews we cannot verify, we tell you what we will actually put in writing: a written fitment confirmation against the assembly code you send us, a written quote against your quantity and destination, and a warranty position on any claim that follows. If you need a supplier who will sign a specific inspection or conformance document with the order, ask before you buy rather than after, because the answer depends on what the document is. The help centre covers the documentation we can provide, and the partner programme page is the route for a standing arrangement that needs more than a one-off order.

Support is not an add-on on this line — it is how most of these orders get placed correctly. It costs nothing before you buy: send the assembly code from the documents that came with the old pump, the engine code and the machine details, and we check the whole set against what we supply before quoting. That last item is the one people skip, and it is the one that matters most here, because a single published build designation covers more than ten assembly codes. Two minutes with your paperwork in front of you is cheaper than a pump that arrives and does not settle the fault.

Two things we will not do, whatever the order size. We will not quote a fitment we cannot evidence, and we will not ship a pump matched on a build designation when the assembly code is available on your paperwork. If that costs us an order, it is still the right call: an injection pump that arrives mismatched costs a workshop a second removal, and that is the failure we exist to prevent. If anything on this page is unclear, the contact page lists every route to us, and a written answer is always better than a guess on a workshop schedule.