0445110489 Common Rail Injector for Ford 1.5 1.6 TDCi

The 0445110489 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. As a ford diesel injector it works in an engine that spends its life in town traffic as often as on a motorway, so fuel quality matters as much as the part itself, and a set of four replaced together usually outlasts a single unit swapped into a tired engine.

Independent catalogues list the 0445110489 against the Ford 1.5 tdci, a 1,499 cc four cylinder, and the 1.6 tdci, a 1,560 cc four cylinder. The OE reference carried beside the injector on those catalogues is 1745052, and CV6Q-9F593-A9A is the same Ford number written in the form Ford stamps on the part. On the vehicle side the builds are told apart by engine code rather than by anything visible on the injector, so a car running one state of tune and one running another need the same check, and the answer comes off the plate rather than off the model name. The catalogues name XUJC, XUJA, UGJC and XWDB among the codes carried by vehicles that take this unit.

In the workshop the job is usually straightforward to plan. A Ford injector replacement on these engines follows the same sequence as any common rail unit, and the first step is a clean fuel path and a proper puller rather than force. Because the part is sold from four, a workshop doing a ford injectors job across a whole engine can change the set in one visit and code all four cylinders together rather than going back in a month later for the next one.

The listed coverage runs across the family. On the car side the catalogues list this tdci injector against B-Max, C-Max and Grand C-Max, EcoSport, Fiesta, and the focus injector fitment (Focus III in hatchback, saloon, Turnier and estate van bodies), alongside the mondeo injector fitment (Kuga II and Mondeo V). On the van side the same unit is listed for the Tourneo and transit injector applications — Transit Connect, Transit Courier, Tourneo Connect and Tourneo Courier. Treat every one of those as listed coverage that the engine code confirms, not as a blanket claim; a fiesta injector search reaches the same part number from the other end of the range.

Why the fitment is written as listed. A single engine family is not a single specification. Power output, emissions equipment and build year all move, and published coverage differs a little between variants, so the honest position is to publish the application and then confirm it rather than assert it. A factor reading a ford engine code and a garage photographing the plate are doing the same thing we do: matching the number on the engine code plate to the injector in front of them. If your order starts from a workshop that simply keeps ford diesel parts on the shelf, the route is identical — read the number off the old unit, read the plate, and let us confirm the pair in writing before anything ships.

A diesel injector carries a number, and on this family that number does one job: it names the assembly. The Bosch number 0445110489 (0 445 110 489) is the reference Bosch prints in its injector catalogue, and it is the number a workshop or a parts factor quotes when it orders the component rather than the car. The Bosch 0445 110 injector family it belongs to is the CRI 2-16 line, a solenoid common rail injector generation used across a long list of European diesel engines. The number does not name the car; 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 0445110489, the part in the box is a complete unit from the CRI 2-16 family, listed against the Ford TDCi diesels. Read the other way round, a car injector replacement on one of those vehicles arrives at the same assembly, because the Ford OE number 1745052 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 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, and the control valve inside the unit is what keeps the injection event repeatable across the whole rev range. Inside, that 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 belongs to 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 vehicles 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 0445110489 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. Within the same engine a bench also stocks the pieces that go inside one, 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 parts that go into one. Two of fuel injectors from the same production run sit side by side in the gallery images for exactly that reason.

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 0445110489 and the Ford OE reference 1745052. Listed means a published application that still depends on the engine code plate, which is how the vehicle fitment and the family placement 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 electrical connector, with the copper washer injector seal that seats the unit in the head, and a protective cap over the tip for shipping. The two pin connector on the head is the pattern the loom clips onto, and it is the quickest visual check that the right family is in hand. 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; the small injector o ring on the return side is replaced at the same time. Anyone who needs the internal injector components should start from the parts pages: the injector 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 oe reference matters because it is the bridge between the injector maker and the vehicle maker: 0445110489 is the Bosch catalogue number printed on the unit, and 1745052 is the Ford OE number carried beside it on independent catalogues, with CV6Q-9F593-A9A the same number in the form Ford stamps on the part. Every line above points at that one unit, and the etched reference on the body is the version that settles any argument in the workshop.

One caution on the exchange column. 0986435288 is the injector exchange number a rebuilt programme would use for the same assembly, and it is a different buying route from ours: we supply a new unit, so nothing is ordered against it here. If your system files the two numbers separately, send whichever one you hold and we match it back before quoting. The same applies to a remanufactured injector: it is the same physical assembly returned to specification, not a different part, and a buyer comparing a rebuilt unit with a new one is comparing routes rather than fitments.

Two entries need reading with care. 0445110488 is the Bosch number that sits next to this one in the catalogue and is used on closely related TDCi builds; it is a companion number, not a synonym, so the engine tells you which of the two it takes and we confirm that from your plate before anything ships. The CV8Q-9F593-AA Ford reference sits on thinner sourcing than the rest and is printed here as an unconfirmed line rather than promoted to a fact. 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 valve group inside this injector can be bought as a standalone equivalent. Those are separate components with separate numbers.

Reading the body marking. The number engraved on the part is the one that counts in a dispute, and on this assembly the body carries the Bosch characters 0445110489 alongside the Ford-format reference. Photograph the band on the body and send it with your engine code and there is nothing left to interpret.

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 car 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 a workshop doing a steady flow of TDCi work, that is usually the deciding factor rather than the headline figure.

Two things are worth checking before the unit goes in. The injector code printed on the box has to be entered so the ECU runs the new unit on its own correction values — that is injector coding, and skipping it is why a fresh injector sometimes runs worse than the one it replaced. And the electrical side has to be sound: the electrical connector on the head is a two pin pattern, and a corroded terminal will imitate a failed injector convincingly enough to send a good unit back.

• 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 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 — the classic hard starting diesel complaint on a tired TDCi.
• A stumble under light throttleOn a small four cylinder diesel a drifting injector is often felt as a hesitation at low load rather than as a flat loss of power, and it is easy to blame the gearbox.
• Black smoke under accelerationOver-fuelling on one cylinder usually turns into a visible smoke trail the driver notices before anyone else does.
• High return flow on the benchThe test that settles it. An injector that no longer seals cleanly shows up as excessive injector return flow during a return quantity measurement.
• A failed leak off testA simple injector leak off test across the set shows which cylinder is passing more fuel back to the tank, and it takes minutes rather than a diagnostic session.
• 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 common rail diesel 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 cabin, the early complaints run from a light haze under load through a rough idle to a smoke trail behind the car. In later stages they harden into a genuine misfire at operating temperature, and on a TDCi the first symptom is often a flat spot on a hill rather than a warning light. A hard starting diesel that cranks noticeably longer than it used to is the other common early clue, and it usually means return flow rather than the starter.

That is why the useful question is not which symptoms are listed here, but whether the cylinder shows up as over-returning on the bench. A return quantity measurement answers that; a symptom list only points you at the cylinder. Confirm the fault, 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, and on these engines the injector sits deep enough that debris collects around it.
2. 2. Use the correct removal toolUse an injector puller for this family rather than a lever. The body is precision-machined and a scarred injector body is a future leak, and a proper injector removal tool grips the head where it is meant to be gripped. 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, along with a new o ring on the return side. Reusing an old washer is the most common cause of a compression leak around the injector.
4. 4. Seat, then torque correctlyClean the seat in the head, drop the injector in squarely and torque the clamp to the figure for your engine. The injector torque specification belongs to the engine rather than to the injector, and the injector bore has to be free of carbon before the new unit seats on it.
5. 5. Code the injectorEnter the value the ECU expects for that cylinder, using the characters supplied with the unit. Skipping the injector coding step leaves the engine running on a correction map that does not match the new injector, 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. A diesel injector testing session costs less than the second removal, and it gives you a figure to compare if the car comes back.

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 coding and a diesel injector testing session belong in the job card rather than in a note afterwards. A diesel injector repair on a high pressure common rail engine also 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. Whether the job is one fuel injector replacement or a full set of four, the sequence holds. A set of injector socket tools for the union nuts saves more time than it costs, and a torque wrench you trust is not optional on the clamp bolt.

Two economy notes. There is no need to disturb the whole rail for a single injector, and there is no benefit in reusing the high pressure union nut if it has been off more than once. Read the installation guide and the maintenance guide for the wider routine, or put the question to us before you start.

The injector warranty on this line is a 12 month warranty against manufacturing defects. Every 0445110489 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 term 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. Where an order is a set of four, the cover applies to each unit separately rather than to the set as one item.

This part is supplied from a 4 pcs minimum order — the moq — which matches a four cylinder engine rather than a minimum spend, so a workshop changing a whole set orders in one line and codes all four cylinders in a single visit. Larger trade quantities are 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 independent garages, 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, 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. Two practical notes for fleet buyers. Because there is no second-hand 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. And because the MOQ suits a full set, a van fleet can standardise on one number across several vehicles rather than tracking individual units.

The 26×9×7 cm figure is the packed export size for a single unit, and the 1.5 kg is the packed gross weight. The package is long and narrow because the injector is, and each unit is boxed singly so a four piece order arrives as four protected units rather than one loose bundle. 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 — a 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 inspection for the numbers on the body and the connector pattern on the head, 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 injector tester 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 listed 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.