0445110454 Common Rail Injector for JMC 4JB1 2.8 Diesel

The published application for this assembly is the JMC 4JB1 2.8 common rail diesel, engine code JX493ZLQ4, Euro IV, as fitted across the JMC light truck and pickup range including the JMC Baodian and the JMC S350. A 0445110454 injector belongs to that engine and to nothing else we can stand behind. If your truck is one of those models with a different engine size, 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 the Bosch catalogue number 0 445 110 454 (0445110454), and on the same end face the JMC / Jiangling Motors OE number 1112100ABA is stamped as well. Those two numbers describe the same 2.8 injector: one comes from the Bosch catalogue, the other from the vehicle maker. 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. A JMC injector, a JMC 2.8 injector and a JMC 4JB1 injector all resolve to the same assembly, and so does a search filed under the engine code as JX493ZLQ4 injector.

Why the Bosch number needs its own page. Buyers search Bosch numbers for one reason: the number is on the injector, an invoice or a service tag, and nothing else on the shelf explains it in vehicle-maker terms. We publish the mapping rather than the mythology. 0445110454 is the Bosch catalogue number; the JMC / Jiangling Motors OE number for the same assembly is 1112100ABA; and the Bosch cross-reference number is 0445111116. Once those lines are clear, the part is easy to place.

A diesel injector carries more than one number, and on this family the two that matter most look nothing alike. The Bosch number 0445110454 (0 445 110 454) is the reference Bosch prints in its injector catalogue, and it is the number a workshop quotes when it orders the component rather than the vehicle maker. The same physical injector is also listed by JMC and Jiangling Motors as the OE number 1112100ABA, and it carries the Bosch cross-reference number 0445111116. The Bosch number and the OE number are two doors into the same part.

That is what makes this page useful to a workshop. If the paperwork says 0445110454, the part in the box is the 2.8 common rail injector that JMC fits to its 4JB1 diesel trucks, and that Bosch also lists under the cross-reference number 0445111116. The routes converge, and once they converge the application is straightforward: the JMC 4JB1 2.8, engine code JX493ZLQ4, across the light truck and pickup range, with the Bosch number 0445110454 shared across the family.

The assembly itself is a modern solenoid common rail injector. It is the kind of solenoid injector fitted across the 2.8 diesel commercial range, and it works on the same principle as any other common rail diesel injector of its generation. It is opened electronically rather than by a mechanical linkage, working in a system where fuel is held at pressure in a common rail and released into each cylinder on command. Inside the unit, 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. Because the injector is one sealed, calibrated assembly, a rebuild is a bench job with a test rig at the end of it, not a roadside swap of loose pieces. Every fuel injector of this generation is handled that way, and it is why the injector code matters as much as the part number. The fuel injectors under the bonnet of a 4JB1 truck are no exception.

Where our supply differs is the brand. The Bosch number is part of a catalogue and an exchange programme; we supply a new compatible injector instead, built to the Bosch specification for this assembly and sold under the Vidishi Auto brand. There is no core to return and no rebuilt core in the chain. For a fleet running several 4JB1 trucks, that removes a step that is easy to underestimate: the wait for a core to be accepted, and the second injector parked on the shelf in the meantime.

One thing we do not do is dress that up as a Bosch part. The 0445110454 injector we ship is ours, not Bosch’s, and it is not a Bosch remanufactured injector. The Bosch number 0445110454 and the cross-reference number 0445111116 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 exchange unit should buy it through the Bosch dealer network, and a workshop that needs a dependable new injector for the same application 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; this page is about the whole assembly. A rebuild consumes nozzles and valves; this page is about the whole unit. 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 system pages explain how the pieces work together.

The diesel injectors in this family share one architecture, and a bosch common rail injector from the same generation is built from the same diesel injector components: a solenoid actuator, a control valve group, and a nozzle and needle. Our range covers the assembled common rail injectors as well as the service injector nozzles, fuel injector nozzles and common rail injector nozzle parts that rebuilders buy separately. It works on the same principle as other diesel fuel injectors of its generation, which is why a common rail injector removal and refit follows one sequence right across the range.

How we label data. Confirmed means a value read directly from the goods we handle or from the Bosch injector catalogue, including the Bosch number 0445110454. Reference means a JMC / Jiangling Motors OE number or a Bosch cross-reference 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 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 a protective cap over the nozzle for shipping. 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. Anyone asking what is common rail injector construction looks like on this assembly can start from that list: the injector nozzle and needle are factory-seated, and the fuel injector nozzle is not a user-serviceable item on a complete unit.

Read this as a map of one assembly rather than a list of interchangeable parts. Every number above describes the same 2.8 injector, but it does so from a different place: the Bosch number 0445110454 comes from the Bosch catalogue, the JMC / Jiangling Motors OE number 1112100ABA comes from the vehicle maker, and the Bosch cross-reference number 0445111116 comes from the Bosch service programme. The Bosch cross-reference number is not a different injector; it is a service entry that reaches this family.

As a 0445110454 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 0445110454 equivalent is usually looking for a new supply against a Bosch catalogue reference, which is what this page offers; the note about the Bosch exchange programme is there so the difference is clear before you buy, not after. And if you are holding the cross-reference number 0445111116 with no idea what it covers, the answer is in the third row: it is the same assembly as 0445110454, fitted to the JMC 4JB1 2.8.

The commercial difference is simple. A rebuilt exchange 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 4JB1 trucks 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 a gradient.
• 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 fuel injector symptoms that reach the workshop first, running from early injector leakage past an internal seat through to outright fuel injector failure: a diesel rough idle, a hard start diesel engine, black smoke diesel behaviour under load, and in later stages a genuine fuel injector misfire or injector misfire. Drivers rarely describe them in those terms — they say the truck feels flat or smokes on a gradient — 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. A diesel injector testing session on the bench answers that; a failing fuel injector symptoms list only points you at the cylinder.

Read before a workshop visit, the signs of bad fuel injectors and the symptoms of bad fuel injectors that matter most are the ones that persist. Clogged fuel injector symptoms and dirty fuel injector symptoms tend to build over weeks, while faulty fuel injector symptoms and leaking fuel injector symptoms arrive more abruptly. Bad diesel fuel injector symptoms on a 2.8 follow the same shape, and the fuel injector failure symptoms that finally stop the truck are usually the last stage of a drift the bench test would have caught earlier.

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 fuel injector 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 new fuel injector sealsA 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 4JB1 2.8, 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 a fuel 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. A fuel injector removal job 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 a diesel fuel injector removal tool or a diesel injector puller that pulls the body square is worth more than any amount of care afterwards. The rest is standard diesel injector rebuild discipline: diesel injector repair and diesel injector service work on a lint free bench with injector seal parts to hand, then injector coding and a common rail injector tester to prove the result. A fuel injector seal kit is cheap next to the labour; changing fuel injector seals at every refit is the habit that keeps a diesel injector inside tolerance after a swap. None of it is specific to this number — it is what any diesel fuel injector of this generation asks for, and the injector torque specification belongs to the engine rather than to the injector. Whether the job is one fuel injector replacement or a full set, the same sequence holds: the removal done squarely, an injector installation tool for the seat rather than a drift, and a fresh injector seals set or a single fuel injector seal to keep the seat clean. On a rebuilt unit a diesel fuel injector tester and a lint-free bench are what turn an injector installation into a verified one, with a diesel injector nozzle check if the tip has been disturbed.

Every 0445110454 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 0445110454 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.

A complete injector can be bought one at a time, so the 0445110454 is supplied from a 4 pc minimum — one engine set, with larger fleet quantities quoted per order against your build list. We supply workshops, fleet operators and parts importers running 4JB1 trucks on this family, and trade quantities are quoted per order on the same export documentation.

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. Fuel injector price is quoted per order from the 4 pcs 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 0445110454 price — the fuel injector price for this line, and the figure a workshop passes on to its own customer — 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. The injector moq is 4 pcs. 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 trade price and the volume pricing we quote follow the same rule, so a mixed order is priced as one shipment rather than as separate lines.

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 Bosch number and the connector, a sealing-face inspection, and a packed-weight confirmation against the documented figure. 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 Bosch number from the solenoid head, the JMC 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 Bosch number and a vehicle-maker OE 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.