2940000530 HP3 High Pressure Fuel Pump for YD25 Diesel

The application we stand behind is the Nissan YD25 and the closely related YD2K2: a four cylinder 2.5 litre turbo diesel on a common rail system, published in Euro 4 specification, and the vehicles published against that engine include the Navara D22 and D40, the NP300, the Pathfinder R51 and the Cabstar. Two things carry that application and they are the ones the published data actually supports: the 2.5 litre four cylinder engine family, and the pair of numbers plated on the unit. That is the diesel injection pump this engine was built with, and an order that starts from the pump coming off is the one that arrives correct.

Two more identifiers worth having. If the vehicle is still with the customer, the VIN on the registration document settles the engine variant faster than any chart, and the chassis plate number settles which build the vehicle left the factory as. Where the pump is already off the engine, a photograph of the engine code plate and a photograph of the number stamped on the pump cover settle it instead. Any one of those three alongside the pair on the pump plate is enough for us to confirm in writing; all of them together is what stops a group-number mix-up reaching your workshop.

Why the plate matters more than the model list. The published interchange data for this assembly groups 29400-053# with a spread of 16700 numbers, and the final digit moves across emission and calibration stages. Two vehicles carrying the same model badge can therefore take different members of that group. The data plate is what settles it: it carries the pair of numbers the unit was built as, and it stays readable long after the paperwork and the sticker have gone. Match that pair, confirm the drive end, confirm the metering valve, then order. A high pressure common rail pump bought that way arrives right the first time, which is the whole point of the four steps above.

What this page is not claiming. We are not saying that a neighbouring digit in the 053# group fits your engine, that a component number for the metering valve or the internal pumping elements is settled, that the published application covers a vehicle without a plate check, or that a pump from another engine family substitutes. 29400-0530 describes one build within a group, and the two numbers on the plate are what identify it. Anything beyond those lines is better answered from your own parts data, and we would rather answer it with you than assert it here.

On a common rail diesel the low pressure and high pressure sides of the fuel system are separated. A lift pump in the tank pushes fuel forward at low pressure. The high pressure common rail fuel pump is what comes next, and it is the part that decides everything after that point: the engine camshaft turns an internal pumping element against its cam lobe, and that mechanical action forces fuel up to rail pressure inside the body. A suction control valve on the outside of the housing meters how much fuel the high pressure side is allowed to take, on a signal from the engine control unit. Rail pressure is therefore produced mechanically and controlled electrically, and the two halves fail in quite different ways.

The naming is where most ordering mistakes start, and on this number the mistake has a specific and expensive shape. Nissan files its 29400 number range under the catalogue description PUMP ASSY, SUPPLY, so a straightforward lookup can hand you a description implying a supply pump, and a supplier who reads that wording can offer you the small in-tank unit. Both are working from the same official description. The physical answer is visible on the part: this assembly has a six-bolt mounting flange with a hex drive boss in the middle of it, which is a camshaft drive and nothing else. An in-tank lift pump has neither of those features. That single feature separates the two parts, and it is why the four steps in the fitment section start at the drive end and not at the description.

The second number trap is the group. Published interchange data for this pump covers a family that includes 29400-053# and a spread of 16700 numbers, and the final digit changes across emission and calibration stages. A buyer who orders on the digit alone can end up with a neighbouring build, and the failure shows up as a pressure problem that never quite goes away rather than as a part that will not fit. The plate is the answer, and it is why this page anchors on the pair of numbers 16700-VM01C and 29400-0530 rather than on the listing number you found us through.

Once the pump is fitted, the rail feeds every injector on the engine from one common volume, and that is what makes it efficient and also what makes it expensive when it fails. One pump feeds all four cylinders, so a fault is not confined to one cylinder the way a single worn injector is. The engine loses pressure across the board, and the diagnostic picture looks like a fuel system problem rather than a component problem. Our fault code guide covers how to read the codes that come with that, and the point of it is always the same: read the scan data against target, not the code name.

When the pump stops behaving, the engine tells you through how it runs rather than through a warning light. A hard start that is worse when the engine is warm. An idle that hunts and will not settle. Power that arrives fine at idle and disappears the moment the engine is worked. Each of these is examined properly in the symptoms section below, together with the rail pressure comparison that separates a metering fault from a mechanical one without guesswork.

Where our supply differs is what arrives rather than how the part works. Original equipment supply comes through the manufacturer’s own channels, and a buyer whose paperwork requires a factory boxed part does need to go there. What we supply is a high pressure pump replacement — a new compatible unit for the same job, sold under the Vidishi Auto brand, plated with the same pair of numbers, at a four-piece minimum with no core return. That last point matters on a common rail job more than it does on an old mechanical injection system: nothing has to come back, there is no exchange loop to manage, and the removed pump stays with you for the warranty file.

One thing we do not do is dress that up. The 2940000530 pump we ship is ours, not a manufacturer’s and not a vehicle maker’s. The part numbers and the family name appear on this page so you can match the pump you are replacing. They are references for fitment, not a claim about who made the part, and the plate and casting marks visible in the photography are recorded as markings carried by the goods. The buying guides hold the general method for confirming any diesel part from the unit itself, and the glossary explains the terminology if any of the names above are unfamiliar.

How we label data. Confirmed means a value read directly from the goods we handle, including both number lines on the data plate and the drive end and metering valve visible in the photography. Reference means a part number, a family designation or a cross reference quoted so your paperwork can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a pressure figure or a component number that we cannot source would be worse than an empty cell, because it would end up in somebody’s parts order or somebody’s engine settings.

What is in the box. One complete high pressure common rail fuel pump: the cast body with its internal pumping elements and cam ring behind the cover, the suction control valve and its electrical connector on the flank, the in-body filter and its bowl on the underside, the six-bolt mounting flange with the hex drive boss, and the rigid supply and return lines as photographed. New sealing washers and a fresh filter element are required at fitting and neither is asserted as included for this line. Nothing on this page is sold loose from the pump, and internal service components keep their own listings for buyers who want a rebuild rather than a replacement.

Read the table from the top, because the order matters. 2940000530 is the supplier part number and it is the weakest identifier on the page: it is the number a listing carries, and it tells you nothing about which build you have been sent. The two rows that identify the unit are the pair printed on its own data plate — 16700-VM01C as the OEM number and 29400-0530 as the OE number — and those are the two you will find on the metal in your hand. Used as a 2940000530 cross reference map, the table is a boundary as much as a bridge. A parts system will match one form of a number and not the other, which is worth knowing before a search box tells you a part does not exist.

The Denso HP3 row is there for identification the way a family name is on any catalogue entry, and it is worth reading with care. It tells you which published pump family this assembly belongs to, which narrows the search and tells a parts clerk what sort of unit to look for on the shelf. It is not a statement that the unit in our box was made by that manufacturer, because it was not, and the difference matters both legally and practically when a warranty claim has to be settled. Our brand page sets out how we handle reference brands across the site and what that does and does not claim.

The three 16700 rows are the half of the mapping that catches people out, and the reason this page will not simply tell you they all fit. Published interchange data places them in the same group as this number, which means a buyer holding any of them may be asking for this assembly. It does not mean they are interchangeable on a given engine, because the final digit tracks the emission and calibration stage. Use those rows to recognise a unit you already have, not to authorise a purchase you have not verified. If you are holding a 16700 number that is not on this list, send it to us with the plate.

What the table deliberately does not do is extend itself. It does not say that a neighbouring digit fits your engine, that a component number for the metering valve or the internal pumping elements is settled, or that a pump from another engine family substitutes. Those are exactly the assumptions that turn a cheap order into an expensive week of vehicle downtime, and we would rather leave the cell empty than fill it with a guess. Our comparison charts set out the number families we can evidence, and the buying guides cover the general method for confirming any diesel part from the unit itself.

The practical difference shows up on the pressure test. When a rail reading will not reach target under load, the vehicle either runs on compromised pressure until something else breaks, or the workshop fits a known-good pump and the reading comes straight back. Keeping a matched spare — correct plate pair, correct drive end, metering valve present — turns a two-week vehicle stop into a same-week swap. That is the case for holding one of these on the shelf before anything has failed, and it is why the minimum order is set where a workshop batch, rather than a single unit, is the sensible purchase.

• Hard starting that is worse when warm — A metering valve that is slow to respond lets rail pressure fall away as the engine heats up, and a common rail engine needs pressure to start, not only to run. A start that is brisk cold and long hot is a signature worth reading properly.
• An idle that hunts or will not settle — At idle the rail pressure has to be held steady for all four cylinders at once. A pump that cannot hold it shows up as an idle that will not hold, often with a shake that no mounting fault explains.
• Loss of power only when the engine is worked — When the operator asks for load the rail pressure has to rise, and that is the demand a tired pump struggles to meet. The engine feels flat exactly when it is asked for more, and fine at idle, which is what makes it easy to misread.
• Smoke under load — Fuel delivered at a pressure the engine asked for and not the one it got will not atomise the way it should, and it leaves the stack as smoke. On this pump that points at the metering side and the pumping elements, not only at the injectors.
• Rising fuel consumption — Fuel that returns past a metering valve that has drifted is measured again and again, so the gauge moves faster than the work done and the tank empties sooner than the hour meter suggests.
• Rail pressure that will not reach target — The measurement that settles it. A scan tool reading actual rail pressure against target, compared at idle and then under load, points at the pump when actual sits persistently below target and no filter or injector work changes the reading.
• A fault code on the pressure side — A low-pressure code reported on the rail, and a regulator or performance code for rail pressure, both belong on the list. Read the scan data rather than the code alone, because a code names a circuit and not always the part.
• A rough engine that no filter work cures — Filters and injectors are the usual suspects on a diesel, so a pump fault is often bought as a filter first. If new filters and good injectors leave the reading exactly where it was, the pump is the next thing to look at.

The pattern worth holding on to is the one that affects every cylinder together. A single worn injector shows up on one cylinder and leaves the engine steady on the other three. A tired high pressure fuel pump takes the whole engine down together, because one pump feeds the whole rail. That single distinction does more diagnostic work than any code name, and it is why we would rather you bring us a pressure reading than a code you have decoded from a list. The fault code guide explains how to read the data behind the code, and our maintenance guide covers the filter and water separator intervals that keep this circuit healthy.

• Step 1. Drain, depressurise and mark the drive position
  Let the engine stand, release residual pressure, and before anything is unbolted mark the position of the hex drive boss against the pump housing. A cam driven pump must go back on the same position, and the mark is the only thing that guarantees it.
• Step 2. Flush the system if the old unit failed internally
  If metal is present in the fuel, replacing only the pump destroys the new one just as fast. Drain the tank, the lines and the rail, fit new filters, and only then fit the new unit. This step is the single biggest cause of a second failure.
• Step 3. Clean the mounting face and the spill port before opening anything
  Wash around the pump, blow the sealing face down, and only then release the bolts. Grit that falls onto that face ends up between the two surfaces, and the new pump will weep from its first minute.
• Step 4. Unbolt evenly and support the housing
  Work the bolts in sequence rather than freeing one corner at a time. The housing has to lift straight off the engine, not at an angle, and that boss must never be levered against the camshaft.
• Step 5. Inspect the drive boss and the coupling
  Check the coupling, the machined register and the surrounding material for wear and burrs. A drive that has been turning against a worn coupling will damage the new pump in its first hour of running.
• Step 6. Fit new seals and a fresh filter element
  A fresh seal goes under the refitted pump, and the filter element is renewed rather than reused. Reused seals and a reused element are the most common causes of both a weep and a early return of the same fault.
• Step 7. Refit square and torque to the engine figure
  Drop the pump into the marked position, bring the mount up evenly, and torque to the figure for your engine. The figure belongs to the engine, not to the part, and we do not publish it for this number.
• Step 8. Prime, bleed and verify before the engine goes back to work
  Fill and bleed the system properly until it shows no air, then confirm the metering valve connector is fully seated and the protective caps are off every port. Verify rail pressure against target at idle and under load before the vehicle leaves.

Two notes on what we deliberately do not print. We do not publish the tightening figure for the mount, the rail pressure figure, or the phasing angle, because all three belong to the engine application rather than to the part, and a figure copied from a product page into a workshop manual is how a good pump gets damaged on a correct fit. Take them from the engine manual for the vehicle in front of you. And we do not publish a diesel fuel injection torque figure as a shortcut, because the mount, the lines and the rail connection each have their own value and they are not interchangeable. The installation guide covers the surrounding routine, and the glossary defines the terms if any of the above are new to you.

Every 2940000530 pump 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 water in the system, from a filter changed too late, from incorrect fitting, from a drive boss torqued beyond its figure, or from a separate fault elsewhere in the fuel circuit. It is a supplier warranty from Vidishi Auto and it is not a Denso warranty and not a Nissan warranty — we are not a dealer for any of the equipment makers and no cover from any of them travels with this part.

The one condition we ask about every time is whether the system was flushed when the old unit came out, because that is the single most common reason a replacement pump fails early and the single easiest thing to get wrong on a job where somebody is under time pressure. Tell us what was done and we can tell you quickly whether a claim is likely to stand. If you would rather settle that question before you order, the contact page is the fastest route to a written answer.

The minimum order quantity is 4 pieces, and the reasoning is worth stating rather than leaving you to work out. Demand for a common rail pump of this type comes in workshop batches rather than one at a time, because a failure takes a vehicle off the road and the repair is done once, properly. Four pieces covers a busy diesel workshop across several machines, and it lets one pump sit on the shelf as the known-good unit for pressure testing before anything else is committed. From there the line scales normally — a fleet running several engines will take a set per vehicle, and a distributor will take them alongside the rest of a fuel system order.

What we do not do on this line is pretend the part is something it is not. The unit we ship is a new compatible replacement sold under the Vidishi Auto brand. It is not Denso-branded, it is not Nissan-branded and it is not a factory boxed original. That matters commercially as well as legally: if your incoming goods inspection needs a specific brand on the paperwork, this is not that product, and we would rather tell you now than have a delivery rejected. The brand page sets out the distinction, and the help centre covers ordering and documentation questions.

The package size and gross weight in that table are a packing estimate, and we label it that way rather than quietly presenting it as a specification. No source we can stand behind publishes a packaged figure for this number, so we give you a figure we can pack and weigh against rather than a manufacturer specification we cannot evidence. If your freight is calculated on volumetric weight rather than actual weight, tell us the destination and we will confirm the chargeable weight against the carton we actually use. The shipping page sets out the full documentation and delivery terms, and the order tracking page is where to follow a shipment once it has left.

On the protective side, the two areas we watch are the hex drive boss and the electrical connector on the metering valve. A boss knocked out of shape will not seat properly on the camshaft and will damage the new pump within hours, and a bent connector pin is a fault that looks like an electrical problem for weeks afterwards. Both are packed protected on every unit, and both are worth checking on arrival before the box goes into stores.

A common rail pump is a small number of large, precisely machined parts, so this line is checked at unit level rather than by sample. Every batch passes an incoming check for the pair of number lines on the data plate, an inspection of the six-bolt mounting flange and the hex drive boss, a confirm that the metering valve and its connector are present and undamaged, a check that the filter bowl and its seal are clean, a confirm that the spill port and the fuel lines are free of obstruction, and a packed-weight confirmation against the documented figure. The supplier shows an ISO 9001 system certification badge on the product photography, which we record as a supplier statement rather than as a certificate we issue.

Rather than publish reviews we cannot verify, we tell you what we will actually put in writing: a written fitment confirmation against the plate pair you send us, a written quote against your quantity and destination, and a warranty position on any claim that follows. If you need a supplier who will sign a specific inspection or conformance document with the order, ask before you buy rather than after, because the answer depends on what the document is. The help centre covers the documentation we can provide, and the partner programme page is the route for a standing arrangement that needs more than a one-off order.

Support is not an add-on on this line — it is how most of these orders get placed correctly. It costs nothing before you buy: send both number lines read off the data plate of the unit you are removing, the engine code and the vehicle details, and we check the whole set against what we supply before quoting. That last item is the one people skip, and it is the one that matters most here, because the interchange data groups 29400-053# with several 16700 numbers where the final digit moves between emission and calibration stages. Two minutes with the plate in front of you is cheaper than a pump that arrives and does not settle the fault.

Two things we will not do, whatever the order size. We will not quote a fitment we cannot evidence, and we will not ship a pump matched on a digit when the plate on the old unit is available. If that costs us an order, it is still the right call: a common rail pump that arrives mismatched costs a workshop a second removal, and that is the failure we exist to prevent. If anything on this page is unclear, the contact page lists every route to us, and a written answer is always better than a guess on a workshop schedule.