0414701013 Unit Injector for Iveco Cursor 13 Diesel Engine
New 0414701013 electronic unit injector (Bosch factory number 0 414 701 013) for the Iveco Cursor 13 and Cursor 10 truck diesel. A Vidishi Auto compatible replacement, cross-referenced to 0414701052 and 0986441013. 12-month warranty. Single package 35 x 35 x 20 cm, 1.300 kg gross. MOQ 4 pcs. Wholesale export supply.
Original price was: $460.00.$240.00Current price is: $240.00.
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Product Specifications
| Weight | 1.3 kg |
|---|---|
| Dimensions | 35 × 35 × 20 cm |
| make | |
| model | |
| engine | |
| position |
Product Details
0414701013 Unit Injector by the Numbers
Verified identity and fitment data for this unit injector, supplied for the Iveco Cursor truck diesel.
A unit injector is a different purchase from a rail injector, and the difference is measurable in the workshop. Because the pumping element sits inside the same body as the nozzle, there is no high pressure pipe to leak between the two, and the unit is driven directly off the engine camshaft, so its delivery is tied to camshaft position rather than to a stored rail volume. The practical consequence is that when a Cursor cylinder loses delivery, the whole unit comes out and a whole unit goes back in: the pump element and the nozzle are matched to each other inside that body and are not serviced separately. The Cursor 13 is a straight six of 12,880 cubic centimetres on a 135 millimetre bore and a 150 millimetre stroke, so a complete engine set is six units, while a single unit is the normal order for a fault confined to one cylinder.
Truck Engine Compatibility for 0414701013
This unit injector serves the Iveco Cursor diesel used across the Stralis and Trakker families. Match the injector number and the engine code before ordering.
| Unit injector number | Cross reference | Application note |
|---|---|---|
| 0414701013 | 0 414 701 013 | Bosch factory number printed on the body data label |
| 0414701052 | 0414701052 | Bosch number quoted for the same article |
| 0414701083 | 0414701083 | Bosch number quoted for the same article |
| 0986441013 | 0986441013 | Bosch service number quoted beside the factory number |
| 0986441113 | 0986441113 | Bosch service number quoted beside the factory number |
| 500331074 | 500331074 | Iveco engineering number printed on the body data label |
Engine and vehicle applications
| Platform | Vehicle / equipment | Engine | Years | Unit injector |
|---|---|---|---|---|
| Iveco Cursor 13 | Stralis / Trakker (long-haul and construction tractors) | Cursor 13 (F3BE0681) | 2002-2012 | 0414701013 |
| Iveco Cursor range | EuroStar / EuroTrakker heavy trucks | Cursor 13 (F3BE0681) | 2000-2008 | 0414701013 |
| Iveco Cursor 10 | Stralis / EuroStar with the 10 litre Cursor | Cursor 10 (F3BE3681) | 2000-2010 | 0414701013 |
| Iveco, CASE and New Holland | Astra, construction, agricultural and industrial Cursor units | Cursor 10 / Cursor 13 | 2000-present | 0414701013 |
Part number match
Match the number on your old unit to 0414701013, or to the Iveco engineering number 500331074 quoted for the same article. Where the unit still carries its data label, the printed number 0 414 701 013 over the square data matrix code identifies the same build.
Where the number is hard to read on a unit that has been in service, a photograph of the body and the engine code plate is usually enough for us to confirm the build. On a Cursor the units sit under the rocker cover, so the engine plate is normally the faster thing to photograph.
Written from the fleet side this is an iveco cursor 13 engine part for iveco stralis truck and iveco trakker tractors, and written from the workshop side the same unit is ordered from the iveco cursor 10 and Cursor 13 spares held on the shelf. A depot raising an iveco heavy truck parts requisition will normally quote the number against the unit, while an overhaul shop working from the engine code arrives at it the other way round. The number and the engine code are what we confirm.
Fitment verification
- Injector part number — match the number on the unit body or its data label to 0414701013 or to the Iveco number 500331074.
- Engine code plate — the plate on the block must identify a Cursor 13 or Cursor 10 unit, not another Cursor family or an earlier engine generation.
- Photo of the old unit — a picture of the body, the data label and the connector, so we match the build revision rather than only the engine.
What a unit injector does
On this engine every cylinder carries its own pump, its own solenoid valve and its own nozzle in one body, driven straight off the camshaft, so nothing is shared at all.
A unit injector is a time controlled single pump arrangement taken one step further than a separate pump. The pumping element, the fast two way solenoid valve and the nozzle sit inside one body that drops through the cylinder head and is worked directly by a cam on the engine camshaft. While the solenoid is open the pump chamber fills on the suction stroke and fuel can still return on the delivery stroke, so no pressure is built. When the solenoid closes, the trapped fuel has nowhere to go, the pressure rises quickly and the nozzle opens. Closing the valve sets the start of injection and opening it sets the quantity, which is how the control unit meters each cylinder without a rack or a governor. Read as an electronic unit injector, the whole timing and metering function is electronic, and the only mechanical job left is the cam that works the plunger.
The reason the architecture matters is what it does to the high pressure circuit. A rail engine stores one pressurised volume for all cylinders; this unit injector system builds pressure where it is used, once per cylinder per cycle, so there is no rail and no long high pressure pipe to leak between pump and nozzle. The unit injector pump element and the nozzle are matched to one another inside the body, which is why the unit is exchanged as a whole. What it has to do well is seal and repeat: the plunger and barrel pair is lapped to a very fine clearance so pressure holds at low engine speed, and the solenoid 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, so peak pressure arrives with the cam profile rather than from a stored volume. Seen as a cam driven injector it has no rail and no drive belt.
Electronic spill control
The injection event is timed and metered by a solenoid valve inside the body, so the mapping lives in software and the trim is electronic.
Per-cylinder metering
Because each cylinder has its own unit, cylinder to cylinder trim is applied electronically instead of by a mechanical adjustment.
The trade off is that the unit is mechanically simple and electronically precise at the same time. Fitted to a truck that spends its life at high load, a unit of this kind will outlast most of the engine around it if the fuel is clean, because there is no 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 for long periods, the connector at the solenoid. A workshop diagnosing a rough running truck is therefore comparing delivery per cylinder rather than reading a single shared pressure.
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.
Technical Specifications
Verified parameters for this unit injector, graded at the Cursor platform level. Items the maker 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 unit.
- 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 | 0414701013 (Bosch), also 0 414 701 013 / 500331074 |
|---|---|
| Component type | Electronic unit injector (UIS / PDE), cam driven |
| Fuel system | Unit injector system, one unit per cylinder |
| Bosch factory number | 0 414 701 013 |
| Interchange references | 0414701052, 0414701083, 0986441013, 0986441113, 2995480, 2998526, 500331074, 42562791 |
| Engine code | Cursor 13 (F3BE0681) / Cursor 10 (F3BE3681) |
| Application | Iveco Stralis, Trakker, EuroStar, EuroTrakker, Astra; CASE / New Holland industrial and agricultural Cursor units |
| Cylinders served | One unit per cylinder (a full set is six) |
| Condition | New |
| Warranty | 12 months |
| Engine layout | R6, 24 valves, OHV (Reference, engine platform data) |
| Engine bore and stroke | 135 mm and 150 mm (Reference, engine platform data) |
| Displacement | 12.88 L (Reference) |
| Firing order | 1-4-2-6-3-5 (Reference, engine platform data) |
| Injector opening pressure | 1500 bar, new (Reference, engine service data) |
| Peak injection pressure | Not published |
| Coil resistance | Not published |
| Nozzle configuration | Not published |
| Flow rate | Not published |
| Emission class | Not published |
| Packaged carton size | 35 × 35 × 20 cm |
| Packaged shipping weight | 1.300 kg gross |
Parameters marked Not published are not asserted anywhere on this page, and no figure is substituted for them further down. Where a fleet needs a specific reading, the bench sheet for the unit you receive can be requested with the order.
A note on the technical wording, because it is where most listings go wrong. The injector plunger and the nozzle sit in the same body here, which is what separates a unit injector from a rail injector, and the matched plunger and barrel pair inside it is the part that actually makes the pressure. Because that pair is lapped to a very fine clearance as a matched set and the injector solenoid valve is set to the same body, the two are not serviced separately and the unit is exchanged as a whole. The figures that matter most to a fleet — delivered quantity per stroke and the pressure it is reached at — are the ones a 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. Buyers comparing a specification across suppliers should expect the same published fields from every supplier, and the same honesty about the fields nobody publishes.
Failure Symptoms
Unit injector failure signs to watch for on a Cursor truck engine before a unit is replaced.
- One cylinder running cold at idle, or a persistent misfire that stays with the cylinder
- Grey or dark exhaust under load where the rest of the engine runs clean
- Rated power 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 around the injector seat in the head
- Rising fuel consumption against the vehicle’s own history
- Fault codes stored against a single cylinder rather than against the engine
Unit injector symptoms on a Cursor engine overlap heavily with low fuel pressure, air on the suction side, a worn cam lobe 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.
A weak cylinder shows up on two readings, the balance test and the contribution test, and between them they show which unit is delivering less than the others. On this engine most engine misfire causes trace back to delivery rather than to the ignition side, because a diesel has no ignition side to fail: a rough idle diesel and a diesel engine knock that stays with one cylinder are both delivery symptoms until a balance and return flow pair says otherwise. That pair is the faster route to the faulty cylinder than a code read on its own.
Replacement and setup notes
Fitting a unit injector 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 data label marking on the unit 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 injector bore and inspect the injection cam lobe and the roller for scoring before the new unit goes in.
Lubricate and fit
Coat the plunger and the roller with clean engine oil and seat the unit squarely with fresh sealing rings.
Torque to data
Torque the clamp and the high pressure union 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 injector replacement on this engine is a straight exchange, because there is nothing inside the body being serviced by the workshop: what changes is the unit, and the sealing rings 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 truck leaves the workshop, and a unit turned over without fuel in it will do the same damage without any contamination at all. Both are avoidable with normal shop discipline, and both matter more here than on a rail engine because the pump and the nozzle share one body. The full sequence for a diesel injector installation is set out in the section below.
An injector repair on this engine is a unit swap rather than a bench rebuild: the plunger and barrel pair inside the body is matched as a set and is not supplied separately, so the job is a clean exchange of the unit and its sealing rings. Where a cylinder has failed its balance test, swapping the unit is the repair; renewing the set is the more economic route once two or three cylinders are out of the same adjustment.
The electronic side is short but not optional. Engine side setup after a unit change normally includes matching the unit to the cylinder it now serves, so the control unit knows what it is driving. Where the engine is being reassembled after work 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 injector cross reference or a 0414701013 equivalent? The numbers below are the ones buyers match against. All are reference interchanges only.
A bosch part number is only useful when it names the engine as well as the number, and on this article the engine is the whole point: the unit is built for the Cursor cam and would not serve another engine family 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 Iveco number as well. A bosch part number lookup that names the Cursor engine as well as the number is the one worth relying on. In practice a search for this unit arrives either from the Iveco side, from the Bosch number printed on the label, or from the reference numbers quoted by parts houses, and all three routes should land on the same article. A cross reference by vehicle model alone, without the number, is the one route that regularly produces a wrong unit.
The body also carries 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 over a square data matrix code; it is shown for identification, and the number it carries is the number we ship against. If your old unit 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 an interchange number without the application, it is not a match, and where a buyer needs an equivalent part number the grid above is the set to work from.
Build quality and inspection
Every unit is assembled from precision components and checked before it leaves us.
Each unit is built to the unit injector architecture used on the Cursor engine, with the pumping element, the solenoid valve and the nozzle set into one body as a matched assembly. The plunger and barrel pair is lapped as a set, the solenoid is matched to the body, and the nozzle is set on the same assembly line, so what is tested is the unit rather than a collection of parts.
The internal numbers and the data label are build dependent: confirm against the number on your own unit before ordering, because the Cursor 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.
Units are checked mechanically and hydraulically before dispatch. Where a fleet wants figures rather than a pass or a fail, the unit can be run on a test bench and the bench sheet supplied with the order; injector testing equipment of the type used on truck 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 unit is a different article from a new one, and this page describes a new unit.
Two operational habits decide how long a replacement lasts, and neither is about the unit. fuel cleanliness is the first: water and abrasive fines pass through a filter that is overdue and reach the plunger clearance directly. The second is the filter change interval itself, which on low utilisation vehicles is often stretched because the engine has not done the distance. Disciplined diesel fuel filtration and a working water separator drain are the two habits that protect a new unit, because both stop contamination before it reaches the plunger and barrel.
Wholesale & bulk supply
Vidishi Auto is an export supplier of diesel fuel system parts, serving fleets, overhaul shops and distributors who service Cursor engines in volume.
4 pcs, with tiered terms as quantity rises.
Matched batches for full engine sets and fleet stock.
Each unit is capped, wrapped and carton sealed for freight.
Our wholesale programme runs from a small batch through to container quantities, and as one of the diesel parts supplier names serving export workshops we consolidate mixed orders into a single shipment. A fleet buying six units to cover a full engine set is buying on tiered terms rather than on a single unit, and the effective piece price falls as the batch grows, which is why the diesel engine parts distributor buying against a stock plan and the depot buying against one failed cylinder are quoted differently. 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. Where a workshop already buys heavy duty diesel parts or commercial vehicle parts from us, the injector order can travel in the same shipment. 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.
35 × 35 × 20 cm.
1.300 kg gross per carton.
4 pcs.
Capped unit, wrap, carton sealed.
The 35 × 35 × 20 cm carton is sized for one capped unit laid on its side, so a set for the six cylinder engine ships as a compact case rather than a pallet of oversize boxes. The packaged shipping weight is 1.300 kg gross per carton, which covers the unit, 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 unit is quoted for more than one piece, 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 an overseas offer, ask for it to include freight and the warranty terms so the comparison is like for like. Where a listing shows a single price for diesel injector parts, check whether it is per unit and whether freight is included before committing.
A fleet ordering fuel injection parts or diesel engine spare parts alongside the unit can fold them into the same case, so the freight cost per piece comes down as the batch grows. Whether the order is a single unit or a full engine set, the carton, the cap and the sealed wrap are the same, and the difference is only the number of units in the case. For a full set shipped 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 0414701013 unit injector and ordering a compatible replacement.
Is 0414701013 a genuine Bosch unit injector?
Is this a unit injector or a common rail injector?
Which engines does this unit injector fit?
How do I know it fits my truck?
How many units does a full engine set need?
What is the minimum order quantity?
What causes a unit injector to fail?
Can a misfiring cylinder be fixed by electronic trim alone?
What does hard starting on this engine point to?
Is a nozzle included separately?
What warranty applies?
Which other numbers refer to the same article?
What is the lead time, and can I return an unused unit?
Do you also supply the sealing rings and filter for this engine?
Where can I get help with diesel engine troubleshooting before ordering?
Need Help matching?
Send the engine code plate and a photo of the old unit; we confirm the 0414701013 match before you pay.
Article number and engine code confirmed against the Cursor application before dispatch.
Available for the unit that is shipped, on request.
Help reading balance and return flow values before committing to a unit replacement, and the general sequence for a diesel engine repair carried out in your own workshop.
Order the 0414701013 unit injector
Confirm your unit number and the engine code and we will match the injector to your Cursor engine. 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 and Iveco 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 Iveco Cursor truck application and is warranted by Vidishi Auto for 12 months.
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