0433172422 Injector Nozzle for Weichai WP7 Common Rail

An engine code plate will not settle this order. Two injectors can sit under one engine code and still carry different nozzles, so the match is made on the markings, never on the plate or the paperwork alone. Read the shank marking on the component first, then the injector number on the body it came out of, and keep the two apart in your notes: one describes the nozzle, the other places it. Where a photograph of both markings is possible, send it — reading a nozzle stamping from a photo beats transcribing it, and a half-erased stamped code is exactly the case where a second pair of eyes helps.

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

The published chain runs nozzle to injector to machine. The parent injector number is 0 445 120 373, catalogued as 0445120373 and carrying Weichai OE 610800080588, and that injector serves the Weichai WP7 and WP7-EU4 six cylinder diesel. Everything a buyer needs to confirm sits in those two markings and one engine family; nothing else has to be assumed. If your machine carries a different diesel, the honest answer is that this is probably not your component — send the injector number and we will tell you what is.

Every order ends the same way: we check your two markings against what we stock and reply with a written match confirmation before invoicing. That confirmation is free, it takes one message, and it is the difference between a rebuild that closes at the bench and one that stalls on a returned box.

The word nozzle gets used loosely, so start with the hardware. A diesel injector nozzle such as this one is the spray-forming component at the tip end of a common rail injector. It arrives as a matched pair: a hardened nozzle body with a precision bore, and the needle that runs inside it and seals on the needle and seat interface it was lapped against. Fuel arrives under rail pressure and leaves through the spray tip only when the needle lifts, so the whole fuel metering event depends on a fit that was finished to micron-level tolerances. Nothing about that is cosmetic, and it is why the pair is replaced together and never mixed between units.

As a category, common rail injector nozzle types like this one are what turn pressurised fuel into a spray fine enough to burn cleanly. Get the atomisation right and the engine runs quietly and cleanly; let the seat or the spray tip wear and the burn degrades long before anything fails outright. That is why nozzle condition is judged on a bench with figures rather than by eye in the machine, and why workshops treat nozzles as a consumable with a predictable service rhythm rather than a repair-once component.

Where this particular component sits is the part most buyers want confirmed. It is fitted inside the 0 445 120 373 injector, catalogued as 0445120373 and carrying the Weichai OE number 610800080588, on the Weichai WP7 and WP7-EU4 six cylinder diesel. Read the chain in one direction and it is simple: nozzle into injector, injector into machine. Read it the other way and it explains why a nozzle page publishes no application of its own — the application belongs to the injector it lives in.

Inside a working injector the nozzle is half of the spray story. A control valve governs the return side so the pressure above the needle can rise and fall; the nozzle turns that pressure into spray. When an injector is rebuilt, both are candidates for replacement and both are identified by their own numbers, not by the injector number. If you are rebuilding a common rail unit and need the spray component specifically, this is the right page; if you need the valve assembly, that is a different number entirely.

And the brand question, answered plainly. The number 0433172422 belongs to a catalogue and a service programme; we supply a new compatible nozzle built to the Bosch specification for this component and sold under the Vidishi Auto brand. There is no core to return and no exchange wait. What we do not do is dress that up as a Bosch part: the number and the etched code appear here so your rebuild sheet can be matched to what we actually ship.

How we label data. Confirmed means a value read directly from the goods we handle or from the Bosch nozzle catalogue, including the etched shank code. Reference means an injector number or a Weichai OE number, quoted so your rebuild sheet can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a hole count or an opening pressure we cannot source would end up in somebody’s bench notes, and an empty cell is easier to fix than a wrong number.

What is in the box. The supplied component is the matched body-and-needle set, each nozzle in its own protective tube so the tip arrives undamaged. The packed shipping weight for the supplied lot is 0.5 kg in a 12×8×15 cm package, and the lot is boxed against that documented figure. Nothing else is sold loose from this page — a control valve, or the injector it belongs to, is a different component with its own number.

Treat this as a map of one component rather than a list of alternatives. Every number above resolves to the same physical part, but each does so from a different place: 0433172422 is the catalogue entry a parts system files, the etched DLLA code is what a rebuilder reads off the shank, and 0 445 120 373 is the injector the nozzle lives inside. The Weichai OE number belongs to that parent injector, not to the nozzle, and it is quoted because it is what a workshop will find stamped on the injector body. Anyone running a bosch injector nozzle cross reference for this line should land on exactly this table and nothing else.

The table is also an identification boundary. It does not say that a neighbouring nozzle number fits your injector, and it does not say that a nozzle and a control valve are the same kind of part — those are separate components with separate numbers. The same discipline applies to any interchange lookup: a number from a catalogue and a number from a shank resolve to one component only when the chain through the injector is intact, so we check the pair against your own markings before quoting. What we will not do is guess across families.

Two practical lines close it out. First, everything here is given reference only: the numbers exist so the part you hold can be matched to what we supply, not as an origin claim. Second, if you are holding an injector number with no idea which nozzle it takes, the answer for this page is short — 0 445 120 373 takes the DLLA152P type, and any other injector number needs its own check. A type code stamped on one component and a catalogue entry filed against another are not interchangeable evidence, and no parts system should be asked to pretend otherwise. What the table does guarantee is that all seven rows above describe the same physical part.

The practical difference shows up at the bench. A reclaimed nozzle arrives with a history nobody can inspect: it has been run, cleaned and re-lapped, and how much material came off the seat in that process cannot be measured from the outside. A new compatible replacement starts from a known point, which makes the bench result reproducible across a set — for a shop rebuilding six injectors at a time, that consistency usually decides the order rather than the headline figure. Every lot is inspected, tubed and weighed as part of our export packing routine before it leaves, and the paperwork travels with it so the shipment stays a service component order from invoice to bench, not a mystery box.

• Rough idle and a one-cylinder missWhen the nozzle stops atomising cleanly the affected cylinder burns poorer than the ECU expects, and an intermittent miss at idle is usually the first driver report.
• Smoke under loadA spray that has drifted turns into visible smoke and a duller response long before any code appears, because fuel is still being delivered, just badly.
• Hard starting and a long crankRail pressure takes longer to build when the injector leaks back internally, and a worn needle seat is one of the reasons that happens.
• Rising return flow on the benchThe test that settles it: a nozzle that no longer seals cleanly shows up as excessive back-leakage in a return-flow measurement.
• A fall in delivered quantityLost seat integrity meters less fuel than the map expects, which reads on the bench as low delivery at the same rail pressure.
• A streaky or asymmetric sprayAtomisation is judged by eye as well as by figure. A pattern that has gone lopsided points at the spray holes or the needle.
• Fuel thinning the oil over timeA small internal leak can dilute the engine oil across a long period, which is how a metering fault quietly becomes a much larger repair.

These signs overlap with a tired control valve, with a coding problem on a freshly rebuilt unit, and with a fuel supply fault elsewhere in the system, so treat the list as an early warning rather than a diagnosis. Confirm the component by return flow and spray pattern on a test bench before you condemn a nozzle, and note that a scan tool shows which cylinder is unhappy without telling you why.

Read as driver reports, the sequence usually runs from a rough idle through an occasional misfire to smoke under load, then to hard starting with a long crank as return leakage grows. None of it produces a distinctive fault code on its own, which is exactly why the bench figures decide. A symptom list points you at the cylinder; only the strip-and-inspect step tells you whether this nozzle is the cause.

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

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

Two workshop notes. A nozzle job on a high pressure common rail engine starts with a clean fuel path, because a tank of dirty fuel will shorten the life of a new nozzle as surely as a bad fit will. And the finishing sequence is standard injector cleaning of the body and seat, reassembly, injector coding of the rebuilt unit, then a run on the test bench to prove it. Start every job on a clean bench, finish by clearing carbon from the nozzle seat area, and record the code before anything leaves the bench — that order is what keeps the paperwork as good as the work.

Every 0433172422 nozzle carries a 12-month warranty against manufacturing defects. That covers a component arriving out of specification or failing early because of how it was made. It does not cover damage from contaminated fuel, from incorrect fitting, from a damaged injector seat, or from a separate fault elsewhere in the fuel system. It is a supplier warranty from Vidishi Auto, and it is not a Bosch warranty — we are not a Bosch dealer and no Bosch cover travels with this part.

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

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

Nozzles are rarely bought singly, so the 0433172422 is supplied from a 6 pc minimum — enough for a set of six cylinders, with larger rebuild shops, fleet workshops and distributors quoted per order against the build list. We supply injector rebuilders and parts importers working on the 0 445 120 373 injector, and trade quantities ride on the same export documentation as any other line on the shipment. Mixed orders are normal on our side rather than a special request, because a bench consumes nozzles alongside the other rebuild items it strips.

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

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

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

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

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