0445110273 Common Rail Injector for Fiat Iveco 504088755

The published applications for this assembly are the Fiat Ducato 2.3 and Iveco Daily 2.3 light commercial diesels, plus the Citroen Jumper 2.3 HDi and Peugeot Boxer 2.3 HDi vans built on the same 2.3 unit, which is the FPT 2.3 engine family. All four take the same van injector assembly. A 0445110273 injector belongs to those applications and to nothing else we can stand behind. If your vehicle is a different Ducato generation or a different Daily engine, the honest answer is that this is probably not your part — send us the details and we will tell you what is.

Identification points at the markings rather than the box. The reference etched on the solenoid head of the units we photographed is 0445110 273, with the OE number 504088755 in the arc line beside it, a production code, a data-matrix code and the Bosch (H) mark. That etched reference is the one to compare against, because an injector that has been through a repair line can end up in a box that no longer describes it. A injector part number location question on this family is answered by the end face of the solenoid head, not by the label on the carton. If you are asking how to identify an injector from this family, that end face is where to start.

Why the OE side matters as much as the Bosch side. The same hardware is bought under two different numbering systems. Fiat and Iveco quote it as 504088755, Citroen and Peugeot quote it as 504377671, and Bosch catalogues it as 0 445 110 273. Once those three lines are clear the part is easy to place, and a buyer holding an OE number from either side can confirm it against the same assembly.

A diesel injector carries more than one number, and on this family the ones that matter come from different places. The Bosch catalogue number 0 445 110 273 is the reference Bosch uses for this assembly, and the marking on our units is grouped as 0445110 273 because that is the spacing the head has room for. The OE numbers 504088755 and 504377671 come from the vehicle makers instead: Fiat and Iveco on one side, Citroen and Peugeot on the other. A third group, the 0 986 435 block, is the Bosch exchange number range, which is a service number rather than a catalogue number. All of them describe one 2.3 light-commercial injector.

That is what makes the page useful to a workshop. If the invoice says 0445110273, the part in the box is the assembly catalogued as 0 445 110 273, and the same assembly is cross-referenced as 0986435165 (Bosch exchange number for this family). A buyer holding any of those numbers is usually looking for the same injector, and once the routes converge the application is straightforward: Fiat Ducato 2.3, Iveco Daily 2.3, Citroen Jumper 2.3 HDi and Peugeot Boxer 2.3 HDi.

The assembly itself is a modern solenoid injector. It works on the same principle as any other common rail diesel injector of its generation: fuel is held at pressure in a common rail, the solenoid opens the injector on command from the ECU, a control valve regulates the return side so the pressure above the needle can rise and fall, and the nozzle at the tip forms the spray. It is opened electronically rather than by a mechanical linkage, and because the unit is one sealed, calibrated assembly, a rebuild is a bench job with a test rig at the end of it rather than a roadside swap of loose pieces. Every diesel fuel injector of this generation is handled that way, which is why the injector code matters as much as the part number. The diesel injectors under the bonnet of a Ducato, a Daily, a Jumper or a Boxer are no exception.

Where our supply differs is the core. We supply a new compatible injector built to the Bosch specification for this assembly and sold under the Vidishi Auto brand, so there is no core to hand back and no rebuilt core in the chain. For a fleet running several vans, that removes a step that is easy to underestimate: the wait for an old unit to be accepted, and the spare injector parked on the shelf in the meantime.

One thing we do not do is dress that up as a Bosch part. The 0445110273 injector we ship is ours, not Bosch’s, and it is not a Bosch exchange injector. The numbers 0 445 110 273, 0986435165 and 0986435165 appear on this page so you can match your paperwork to what we supply; they are references for fitment, not a claim about who made the part. A workshop that needs a Bosch-branded unit should buy it through the Bosch dealer network, and a workshop that needs a dependable new injector for the same applications can buy it here.

Where this part sits in the range. It is a complete unit, which puts it alongside the other common rail injectors in the range. A bench also stocks common rail injector parts such as nozzles, valves and sealing washers, but those are separate lines with their own numbers and this page is about the whole assembly. If you came here looking for one of those service parts, the parts pages in the related section carry their own numbers, and the common rail injection system pages explain how the pieces work together.

How we label data. Confirmed means a value read directly from the goods we handle, including the etched reference on the solenoid head. Reference means a Bosch cross-reference number or a catalogue field, quoted so your paperwork can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a fuel rate or a coil figure that we cannot source would be worse than an empty cell, because it would end up in somebody’s bench notes.

What is in the box. One complete injector assembly: solenoid actuator, valve group, nozzle and needle, body and electrical connector, with a copper sealing washer at the nozzle end and protective caps over the connector, the inlet union and the nozzle for transit. Nothing is sold loose from this unit — the nozzle and the valve group are factory-seated parts of the assembly, and the page for each of those service parts carries its own number. A rebuilder who needs the internal parts rather than the unit should start from the related pages rather than from this one.

Read this as a map of one assembly rather than a list of interchangeable parts. Every number above describes the same 2.3 light-commercial injector, but each does so from a different place: the catalogue number comes from the Bosch parts system (the same code written in full as Bosch 0 445 110 273), the reference 0445110 273 comes from the etching on the head, and the two OE numbers come from the vehicle makers — Fiat Iveco OE number 504088755 on one side and 504377671 on the PSA side. The 0 986 435 entries are exchange numbers, which is a service range rather than a second injector.

As a 0445110273 cross reference, the table is also a boundary. It does not say that any neighbouring Bosch number fits, and it does not say that a nozzle or a control valve from this injector can be bought as a standalone equivalent. Those are separate components with separate numbers, and the pages for them sit in their own corners of the site. What we will do is confirm the family against your own markings, and that confirmation costs nothing before you order.

Two practical lines. Anyone searching for a 0445110273 equivalent is usually looking for a dependable new supply against a number they already hold, which is what this page offers; the cross-reference table is there so the difference between a catalogue number and a service number is clear before you buy, not after. And if you are holding a Fiat or Iveco number with no idea what it covers, the answer is in the seventh row: it is the same assembly as 0 445 110 273, fitted to the 2.3 light-commercial vans.

The commercial difference is simple. A rebuilt unit is priced around a core that has to come back, and the workshop carries that loop every time an injector fails. A new compatible injector closes the loop at the bench: the old unit comes out, the new one goes in, and the old unit stays on the shelf as a rebuild candidate rather than leaving the building. For a fleet running Ducatos, Dailys, Jumpers or Boxers on a maintenance schedule, that is usually the deciding factor rather than the headline figure.

• Rough idle and a misfire on one cylinderWhen an injector no longer meters correctly the affected cylinder gets less fuel than the ECU expects. An intermittent misfire at idle is usually the first report from the driver.
• Hard starting and a long crankRail pressure takes longer to build when an injector leaks back internally, so the engine cranks for longer before it fires.
• Fuel knock or a sharp rattleA drifting injector shifts timing and quantity, which shows up as combustion knock under load long before a fault code appears.
• Black smoke and a loss of pulling powerUnder-fuelling or over-fuelling on one cylinder usually turns into smoke and a noticeable drop in pulling power on hills.
• High return flow on the benchThe test that settles it. An injector that no longer seals cleanly shows up as excessive back-leakage during a return quantity test.
• Fuel in the oil over timeA small internal leak can thin the engine oil over a long period, which is how a metering fault quietly becomes a much larger repair.
• A code that will not clearOnce the correction map runs out of range the ECU flags the cylinder, and the fault returns after clearing because the cause is mechanical.

These symptoms overlap with a worn nozzle, with a tired control valve inside the injector, and with a coding problem on a freshly fitted unit, so treat the list as an early warning rather than a diagnosis. Confirm the fault by return quantity on a test bench before you condemn the injector. On a diesel with a high-pressure common rail, a scan tool will show which cylinder is unhappy but it will not tell you why, and the bench figure is what separates a metering fault from a wiring fault.

The reports above are the bad injector symptoms that reach the workshop first, running from early injector leakage past an internal seat through to outright injector failure: a diesel rough idle, a hard start diesel engine, black smoke diesel engine behaviour under load, and in later stages a genuine injector misfire. Drivers rarely describe them in those terms — they say the van feels flat or smokes on a hill — so the useful question is not which diesel injector problems are listed here, but whether the cylinder shows up as over-returning on the bench. An injector return flow test on the bench answers that; a symptom list only points you at the cylinder.

1. 1. Clean before you open anythingWash the engine bay around the injector and blow the area down before a single fastener comes out. Dust dropping into the injector bore is the quickest way to spoil a new unit.
2. 2. Remove with the correct toolUse the removal tool for this family rather than a lever. The body is precision-machined and a scarred injector body is a future leak. Keep the clamp and its bolt with the cylinder they came from.
3. 3. Fit a new sealing washerA fresh copper sealing washer goes on the nozzle end at every refit. Reusing an old washer is the most common cause of a compression leak around the injector.
4. 4. Seat and torque correctlyClean the seat in the head, drop the injector in squarely and torque the clamp to the figure for your engine. The torque and sequence belong to the van, not to the injector.
5. 5. Code the injectorEnter the value the ECU expects for that cylinder. Skipping the coding leaves the engine running on a correction map that does not match the new unit, and it will run badly in ways that look like a fault.
6. 6. Verify on the bench firstOn a rebuilt or replaced injector, run return quantity and leak tests on an injector tester before it goes back on the engine. If you are fitting new units straight from the box, keep a bench check on the first one of each batch.

Most of the risk in an injector job sits either side of the part itself. Before it goes in, cleanliness and the washer decide whether it seals. After it goes in, coding and a bench check decide whether it runs right. Neither 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 notes for workshops. An injector installation on a high pressure common rail engine starts with a clean fuel path: a tank of dirty fuel will shorten the life of a new diesel injector as surely as a bad fit will. And an injector removal tool that pulls the body square is worth more than any amount of care afterwards. The rest is standard diesel injector rebuild discipline: injector disassembly and injector cleaning on a lint free bench, then injector coding and a common rail injector test bench to prove the result. An injector rebuild is only as good as that sequence, and the injector torque specification belongs to the engine rather than to the injector. None of it is specific to this number; it is what keeps any fuel injector inside tolerance after a swap.

Every 0445110273 injector 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 incorrect fitting, from a missing or reused sealing washer, 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 unit level. It applies to the injector as supplied, and it does not extend to the engine, to labour, or to another component damaged when a failed injector was run on. That boundary is normal for a fuel system part, and it is worth stating before the order rather than after a problem.

Two questions buyers ask. The 0445110273 warranty starts from delivery, not from fitting, so a unit 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 injector stays yours, and the cover on the new one is unaffected by what you do with it.

Because this reference is a single unit rather than a kit, the 0445110273 is supplied from a 1 pc minimum — low enough that a workshop can carry one on the shelf, and a fleet can order the set it needs without buying a spare it will not use. We supply workshops, fleet operators and parts importers running 2.3 light-commercial vans, and larger quantities are quoted per order against your build list.

We act as a common rail injector supplier for export and we build this line ourselves as the injector manufacturer behind the Vidishi Auto brand. Injector pricing is quoted per order from the 1 pc minimum, and a workshop that also takes other service parts can put several lines on one order and one set of shipping documents. Mixed orders are normal on our side; they are not a special request.

For trade buyers: the 0445110273 price — the injector 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 injector wholesale normally works. We supply diesel injector parts bulk orders to an injector parts distributor as well as direct to fleet workshops, and we handle diesel parts wholesale and wider auto parts wholesale lines on the same export documentation. One practical note for fleet buyers: because there is no core return against our supply, your procurement does not carry a core reconciliation on top of the order itself, which is usually the part of an exchange programme that costs the most administration.

The dimensions above are the packed export figures for a single unit. We do not list a bare injector size or a bare injector weight, because no source we can trust gives one for this assembly, and a specification table padded with approximations helps nobody. Lead time is quoted per order and depends on quantity and on what else is on the same shipment. For injector export shipping, every order leaves with its paperwork in place — commercial invoice, packing list and HS code. Read our shipping information for freight options, and track your order once it ships.

An injector is a small part with an outsized effect on how an engine runs, so injector quality is checked at unit level rather than by sample. Every batch passes an incoming check for the etched reference and the connector, a sealing-face inspection, and a packed-weight confirmation against the documented figure. The supplier states ISO 9001 production, which appears on the supplied photography and is recorded here as a supplier statement rather than as a certificate we issue. Rather than publish reviews we cannot verify, we tell you how the part is inspected and let your own bench be the judge.

Injector technical support is not an add-on here — it is the way most orders get placed correctly. It costs nothing before you buy: send the etched reference from the solenoid head, the OE number from your invoice, the vehicle and a photograph of the engine code plate, and we check the whole set against what we supply before quoting. Ordering an injector on a number alone is the most common way a fleet job goes wrong, because a catalogue number and a service number are easy to confuse and a core tag is easy to misread. Support continues after delivery: coding questions, bench figures and warranty claims all reach the same team, and the person who confirmed your fitment 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.