0445110463 Common Rail Injector for Yanmar TNV88

The 0445110463 is a solenoid injector in the sense that matters here: the needle is opened by an electromagnetic actuator rather than by a mechanical linkage, and the whole unit is one sealed, calibrated assembly. It sits in the same CRI 2-16 generation as the rest of the Bosch 0445 110 line, so a workshop that already knows a CRI unit will recognise the body, the two pin connector and the threaded inlet fitting. Read it as one of the industrial injectors built for engines that work long shifts rather than a light duty car part: the TNV88 series machines it is listed for run hard, and the unit is expected to hold its calibration across that duty.

Independent catalogues list the 0445110463 against the Yanmar TNV88 series, the industrial common rail family Yanmar builds in two sizes: a 1.6 litre three cylinder and a 2.2 litre four cylinder. The OE reference carried beside the injector on those catalogues is 129A00-53100, and 129A0053100 is the same Yanmar number written without punctuation. On the machine side the two are told apart by cylinder count and displacement rather than by anything visible on the injector, so a machine running a Yanmar 3TNV88 needs the same check as one running a Yanmar 4TNV88, and the answer comes off the plate rather than off the engine name.

In the field the job is usually straightforward to plan. A Yanmar injector replacement on these machines follows the same sequence as any common rail unit, and the first step of a Yanmar injector removal is a clean fuel path and the right puller rather than force. Between the two, a dealer or a workshop reading a Yanmar engine plate is doing the same thing we do: matching the number on the injector to the engine in front of them.

That is also why a 3TNV88C engine and its larger relative share one part number but two fitment questions. Whether your order starts from a Yanmar 3TNV88 injector search, from a Yanmar 4TNV88 injector search, or from a workshop that simply keeps Yanmar engine parts on the shelf, the route is the same: read the number off the old unit, read the plate on the machine, and let us confirm the pair in writing.

Why the fitment is written as listed. A single engine family is not a single specification, and published coverage differs a little between build years and between machine applications. The engine code plate is what settles which variant a given machine carries, so the honest position is to publish the application and then confirm it rather than assert it. Send the plate and the number on the old injector and we confirm in writing; the check costs nothing before you order.

A diesel injector carries a number, and on this family that number does one job: it names the assembly. The Bosch number 0445110463 (0 445 110 463) is the reference Bosch prints in its injector catalogue, and it is the number a machinery dealer quotes when it orders the component rather than the engine. The Bosch 0445 110 injector family it belongs to is the CRI 2-16 line, a solenoid common rail injector generation fitted across a long list of diesel engines. The number does not name the machine; the engine does, which is why one catalogue reference sits behind more than one high pressure common rail application.

That is what makes this page useful to a workshop. If the paperwork says 0445110463, the part in the box is a complete unit from the CRI 2-16 family, listed against the Yanmar TNV88 series. Read the other way round, a common rail injector replacement on one of those machines arrives at the same assembly, because the Yanmar OE reference 129A00-53100 and the Bosch number describe one part seen from two directions. A buyer who needs a Bosch diesel injector for this application is looking at this unit, whatever phrase they typed into the search box.

The assembly itself is a modern solenoid unit. It is the kind of injector fitted across the industrial diesel range, and it works on the same principle as the other diesel injectors of its generation. It opens electronically rather than by a mechanical linkage, working in a system where fuel is held at pressure and released into each cylinder on command; the common rail system around it is what makes that possible. 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.

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 workshop running several machines on a maintenance schedule, 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 injector we ship is ours, not Bosch’s, and it is not a Bosch remanufactured unit. The Bosch number 0445110463 appears on this page so you can match your paperwork to what we supply; it is a reference 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 unit 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 complete units in the range. A bench also stocks 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 fuel injector is what most buyers call it, and the pages in the related section cover the pieces that go inside one and explain how they work together.

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 0445110463 and the Yanmar OE reference 129A00-53100. Listed means a published application that still depends on the engine code plate, which is how the injector family CRI 2-16 placement and the machine fitment are written here. 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: a solenoid actuator, a valve group, a nozzle and needle, the body and the connector, with a copper washer injector seal at the nozzle end and a protective cap over the tip for shipping. As a single unit nothing is sold loose from it, so the injector seals and the injector sealing washer listed in the range are service items that belong to a refit rather than parts of this supply. Anyone who needs the internal injector components should start from the parts pages: the nozzle, the needle and the valve group each carry their own catalogue numbers, and this page is the complete unit.

Read this as a map of one assembly rather than a list of interchangeable parts. The 129A00-53100 cross reference matters because it is the bridge between the injector maker and the engine maker: 0445110463 is the Bosch catalogue number printed on the unit, and 129A00-53100 is the Yanmar OE reference carried beside it on independent catalogues, with 129A0053100 the same number written without punctuation. Every line above points at that one unit. A catalogue number does not change depending on which of those forms your paperwork carries, and the etched reference on the body is the version that settles any argument in the workshop.

As a table it is also a boundary. It does not say that a neighbouring Bosch number fits, and it does not say that the nozzle or the control valve group inside 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. The one entry left deliberately open is MIU802771: it appears as a John Deere cross reference on a single catalogue and nowhere else, so we print it as a listed line rather than promote a single source to a fact. If you hold an OE reference that is not in this table, send it to us and we check it against the markings on the unit rather than assume the two are interchangeable.

Two practical lines. Anyone searching for an equivalent is usually looking for a new supply against a Bosch catalogue reference, which is what this page offers. And if you are holding the number with no fitment data, the answer is in the table: this is a CRI 2-16 solenoid unit listed against the Yanmar TNV88 series, and the engine code plate on your machine is what turns the listed fitment into a confirmed one.

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 common rail injector replacement with a new unit 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. On machines that run long shifts, that is usually the deciding factor rather than the headline figure.

Two phrasings cover this in practice. A compatible unit is the new assembly built to the Bosch specification for this application; a replacement is the same part described by what it does rather than by who made the original. We supply both descriptions with one product, and neither of them is a Bosch-branded unit.

• 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 operator.
• Hard starting diesel 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 or under load.
• 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 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 and not 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. Measure the return, then decide.

Read from the cab, the early bad fuel injector symptoms run from a light haze under load through a rough idle to a black smoke trail the operator notices before anyone else does. In later stages they harden into a genuine fuel injector misfire at operating temperature, and on a machine working a slope the first symptom is often a flat spot rather than a warning light.

That is why 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 return quantity test answers that; a symptom list only points you at the cylinder. Confirm the fault first, then read the engine code plate, then order against the number.

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 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 injector sealsA fresh copper 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 engine, 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, which is why injector coding and a diesel injector testing session belong in the job card rather than in a note afterwards. The injector torque specification belongs to the engine rather than to the injector, so follow the machine figures and photograph the plate before you start.

Two notes for workshops. A diesel injector repair 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 unit as surely as a bad fit will. And a test bench is worth more than any amount of care afterwards — work on a lint-free surface, keep an injector seal kit to hand, and prove the result before the unit goes back on the engine. Whether the job is one fuel injector replacement or a full set, the sequence holds. Read the installation guide and the maintenance guide for the wider routine, or put the question to us before you start.

The common rail injector warranty on this line is a 12-month cover against manufacturing defects. Every 0445110463 injector carries it. 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, and the 12 month warranty applies to the injector as supplied. 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 cover 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 0445110463 is supplied from a 1 pc minimum order — the 0445110463 MOQ — with larger fleet quantities quoted per order against your build list. We run this line as a wholesale injector programme for export and we build it ourselves as the manufacturer behind the Vidishi Auto brand. As a diesel injector supplier we ship to workshops, fleet operators and parts importers, and many of our buyers first reach this page while looking for a distributor closer to home.

For trade buyers: the fuel injector price on this line, and the figure a workshop passes on to its own customer, is quoted rather than listed as a fixed number, because pricing moves with quantity and with what else is on the order. A wholesale batch is priced as one shipment rather than as separate lines, and it can sit on the same documentation as other service parts. One practical note for fleet buyers: because there is no injector core to send back against our supply, your procurement does not carry a core charge or a core reconciliation on top of the order itself, which is usually the part of an exchange programme that costs the most administration.

The injector packing 25x15x10 figure is the packed export size for a single unit, and the 1.9 kg is the packed gross weight. 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. Every order leaves with its shipping documents in place — commercial invoice, packing list and HS code — and that same set doubles as the export documentation a broker will ask for at the far end. 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 the quality check is done at unit level rather than by sample. Every batch passes an incoming injector inspection for the numbers on the body and the connector, a sealing-face check, and a packed-weight confirmation against the documented figure. Rather than publish a review we cannot verify, we tell you how the part is inspected and let your own bench be the judge. What you will find in this section is the process, not testimonials.

Injector technical support is not an add-on here — it is the way most orders get placed correctly on a candidate application. It costs nothing before you buy: send the Bosch number from the injector body, 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 diesel job goes wrong, because a Bosch number and a vehicle-maker part 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. As a compatible injector supplier we would rather spend five minutes on the engine code than have a unit come back.

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.