323X1003-1 Fuel Injector for GE GEVO 12 Locomotive
New 323X1003-1 locomotive fuel injector (GE number 323X1003-1) for the GE GEVO-12 diesel engine in GE / Wabtec Evolution Series locomotives. A Vidishi Auto compatible replacement, cross-referenced to the Bosch reference 84C603708G2 and the Bosch short number F00BL0J050. 12-month warranty. Single package 37 x 24 x 13 cm, 3.000 kg gross. MOQ 4 pcs. Wholesale export supply.
Original price was: $670.00.$380.00Current price is: $380.00.
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Product Specifications
| Weight | 3.0 kg |
|---|---|
| Dimensions | 37 × 24 × 13 cm |
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| model | |
| engine | |
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Product Details
323X1003-1 Fuel Injector by the Numbers
Verified identity and fitment data for this GEVO-12 injector assembly, supplied for the GE GEVO-12 locomotive diesel.
A GEVO-12 injector module is a different purchase from a pump. The high-pressure nozzle assembly, the injector needle and the solenoid valve are built into one body that drops into the engine block and is held by the flange, so the job is an injector swap rather than a pump rebuild. Because a GEVO-12 fires twelve cylinders from twelve separate injectors, a fleet workshop replacing a full set orders twelve, while a single injector is the normal order for a fault confined to one cylinder. The GEVO-12 injectors are matched to the cylinder they serve, and a GEVO-12 injector assembly is supplied as one unit with its sealing ring, so what arrives in the box is the injector rather than a complete pump. A GE 323X1003 injector is the GE-numbered form of this assembly that a depot quotes from the maker side. The same unit is also listed as a GE 323X1003-1 injector when the paperwork carries the GE number with the dash, and the number stamped on the body is what settles the order.
Locomotive Engine Compatibility for 323X1003-1
This GEVO-12 fuel injector serves the GE GEVO-12 diesel used across the Evolution Series. Match the injector number and the engine code before ordering.
| Unit injector number | Cross reference | Application note |
|---|---|---|
| 323X1003-1 | 323X1003-1 | GE number for this fuel injector assembly |
| 323X1003 | 323X1003 | GE part number quoted for the same article |
| 84C603708G2 | 3233 1003-1 | Bosch reference, printed on the body as 3233 1003-1 |
| F00BL0J050 | F00B.L0J.050 | Bosch short number quoted for the same injector assembly |
| 11 320 045-C | 11 320 045-C | String stamped on the injector body |
| 20 11 6708 | 20 11 6708 | Second string stamped on the same body |
Locomotive and engine applications
| Platform | Locomotive model | Engine | Years | Unit injector |
|---|---|---|---|---|
| GE Evolution Series | ES44AC / ES44DC (AC and DC traction, 4,400 hp) | GEVO-12 (V12) | 2003-present | 323X1003-1 |
| GE Evolution Series | ES44C4 / ET44AC / ET44AH / ET44C4 | GEVO-12 (V12) | 2005-present | 323X1003-1 |
| GE Evolution Series | ES40DC (4,000 hp) | GEVO-12 (V12) | 2004-2008 | 323X1003-1 |
| GE Evolution Series | ES30ACi / ES40ACi / ES44ACi export builds | GEVO-12 (V12) | 2007-present | 323X1003-1 |
Part number match
Match the number on your old injector to 323X1003-1, or to the GE number 323X1003 quoted for the same article. Where the injector still carries its data label, the printed number 84C603708G2 identifies the same build as the Bosch short number F00BL0J050.
The GEVO-12 locomotive fuel injector and the GEVO-12 locomotive injector are the same assembly quoted under the GE maker number; the GEVO-12 diesel injector is the same article by its diesel-engine application. A locomotive injector for GEVO-12 is identified by the number on the body, and a GE Evolution Series locomotive injector or an Evolution Series locomotive injector is the same injector described from the locomotive model instead. The GE Evolution Series injector and the GE Evolution Series fuel injector are the same part quoted under the Evolution Series name, and an Evolution Series fuel injector is the same injector by its locomotive application. Whether the paperwork calls it a GEVO-12 fuel injector or a fuel injector for GE locomotive use, the number on the body settles it.
Written up from the traction side this is a locomotive engine part for the GEVO-12, and written up from the depot side the same injector is ordered from the diesel locomotive spares held on the shelf. A depot raising a locomotive engine parts requisition will normally quote the number against the unit, while an overhaul shop working through a train engine parts catalogue arrives at it from the engine code instead. A storeroom that keeps a working list of locomotive parts and a buyer who works only from the maker number are describing the same injector; the number and the engine code are what we confirm.
A GEVO locomotive fuel injector and a GE locomotive fuel injector are the same article named from the maker side, while a railway fuel injector for locomotive use and a railway diesel engine injector are the same part named from the rail side. A diesel locomotive engine injector and a locomotive engine fuel injector are the same injector quoted under the engine-family wording, and a train engine fuel injector is the same part by its rail application. A GE Evolution Series locomotive injector carries the same number as a GEVO-12 locomotive fuel injector under a different description, and both are the same 323X1003-1 injector.
Fitment verification
- Injector part number — match the number on the injector body or its data label to 323X1003-1 or to the GE number 323X1003.
- Engine code plate — the plate on the block must identify a GEVO-12 unit, not another GEVO cylinder count or an earlier engine family.
- Photo of the old injector — a picture of the body, the flange stamping and the roller end, so we match the build revision rather than only the engine.
What a GE-numbered injector assembly does
On this engine each cylinder has its own injector, its own solenoid valve and a short high-pressure line to its own nozzle holder, so nothing is shared except the low-pressure supply.
The fuel injector system is a time-controlled single-pump arrangement. A nozzle assembly element sits inside the injector body and is driven directly by a cam on the engine camshaft through a injector needle, so the pumping stroke is tied to crankshaft position rather than to a separate drive. A fast two-way solenoid valve sits at the delivery side of the injector. While that valve is open the injector cylinder fills on the suction stroke and fuel can still return on the delivery stroke, so no pressure is built. When the valve closes, the fuel trapped above the needle has nowhere to go and the pressure rises quickly; when it exceeds the nozzle opening pressure the nozzle fires. Closing the valve therefore sets the start of injection and opening it sets the quantity, which is how the engine control unit meters fuel per cylinder without any mechanical rack or governor.
That is the key difference from a rail-based system that holds one shared volume of fuel at pressure for all cylinders. A diesel injection pump of this type builds pressure where it is used, in a single stroke, and the injection event lasts a fraction of a millisecond. What the injector has to do well is seal: the needle and seat pair is lapped to a very fine clearance so that pressure holds at low engine speed, and the solenoid valve has to seat hard enough to hold that pressure and release it cleanly at the end of the event.
Inside the body the injector needle and the barrel are the parts that actually make the pressure, and the control valve on the delivery side is what releases it. Seen as a high pressure pump it is the part of the diesel injection system that builds pressure once per cylinder, and the fuel system components around it, the supply gallery and the return line, are what keep that pressure steady between events.
Cam-driven pressure
The needle is worked by the injection cam through a injector needle, so peak pressure arrives with the cam profile rather than from a stored volume.
Electronic spill control
A pump nozzle style hydraulic event is timed and metered by a solenoid valve on the delivery side, so the mapping lives in software.
Per-cylinder metering
Because each cylinder has its own injector, cylinder-to-cylinder trim is applied electronically instead of by a mechanical adjustment.
The trade-off is that the injector is mechanically simple and electronically precise at the same time. A high pressure fuel pump element of this kind will outlast most of the engine it is fitted to if the fuel is clean, because there is no complicated distributor to wear and no belt-driven drive to stretch. The parts that do wear are the needle and seat pair and, on engines that stand idle in damp conditions, the connector at the solenoid. A workshop diagnosing a rough-running locomotive is therefore looking at delivery per cylinder rather than at a single shared pressure reading.
A GEVO fuel system injector is the injector side of the unit-injector layout used on the GEVO-12, and a GEVO diesel injector is the same article named from its diesel application. The GE number 323X1003-1 carries the same build that a GE transportation injector or a Wabtec Evolution injector describes from the maker and the builder side, so the number on the body and the engine code are what settle the order. Where a buyer writes the part as a diesel fuel injector for the GEVO engine, or simply a locomotive fuel pump, the number on the body still settles it.
Fuel cleanliness is the one variable that decides service life here, and it is worth stating plainly rather than selling around. The needle and seat clearance is measured in microns, so abrasive contamination that a filter should have caught goes straight through the pumping element. Fleet practice on this engine is to hold the filter change interval and to keep the water separator working; where fuel quality is poor, the nozzle assembly is the first thing to show it.
Injection pump, unit injector or pump nozzle unit — what the terms cover
Parts desks write the same hardware in several ways and the wording is not a specification. A traction depot raising a requisition quotes the number off the injector. A parts catalogue organised by engine code quotes the code instead. An export listing quotes the Bosch family reference and adds a machine description. All three can lead to the same injector, and only one field separates a correct order from a wrong one, which is the number stamped on the body.
That is why this page is built around the article number rather than around the locomotive model. Where your own paperwork calls the part a locomotive fuel injector, a diesel fuel injector for the GEVO engine, or simply a locomotive fuel pump, the number on the body still settles it, and the number we ship against is the one you state.
Technical Specifications
Verified parameters for this injector assembly, graded at the GEVO-12 platform level. Items the manufacturer does not publish are flagged, not guessed.
- Confirmed — taken from the reference part records and the maker part numbering.
- Reference — platform or engine figures that describe the application, not a claim of equivalence for this injector.
- Not published — values that depend on the bench test sheet or on the build revision; we do not state a figure we have not verified.
| Reference / OE number | 323X1003-1 (GE), also 323X1003 / F00BL0J050 |
|---|---|
| Component type | GE-numbered locomotive fuel injector assembly |
| Fuel system | Time-controlled single-pump injection, one injector per cylinder |
| Bosch reference number | 84C603708G2 |
| Interchange references | 323X1003, F00BL0J050, F00B.L0J.050, 84C603708G2, 11 320 045-C, 3233 1003-1 |
| Engine code | GEVO-12 (V12, four-stroke turbocharged diesel) |
| Application | GE Evolution Series locomotives (ES44AC, ES44DC, ES44C4, ET44AC, ET44AH, ET44C4, ES40DC, ES30ACi, ES40ACi, ES44ACi) |
| Cylinders served | One injector per cylinder (a full set is twelve) |
| Condition | New |
| Warranty | 12 months |
| Engine bore and stroke | 250 mm and 320 mm (Reference, engine platform data) |
| Displacement | 11.0 L per cylinder (Reference) |
| Peak injection pressure | Not published |
| Plunger stroke | Not published |
| Nozzle configuration | Not published |
| Opening pressure | Not published |
| Flow rate | Not published |
| Emission class | Not published |
| Packaged carton size | 37 × 24 × 13 cm |
| Packaged shipping weight | 3.000 kg gross |
Parameters marked Not published are not asserted anywhere on this page, and no figure is substituted for them further down. Where a depot needs a specific reading, the bench sheet for the injector you receive can be requested with the order.
A note on the technical wording, because it is where most listings go wrong. A nozzle assembly element and a bosch fuel injector describe the same hardware, one in plain terms and one by maker family, and neither implies a specific figure. A unit injector is a different article again, because the nozzle travels with it. Because the injector is tested as a unit, the numbers that matter most — delivered quantity per stroke and the pressure it is reached at — are the ones the test bench produces rather than the ones a catalogue quotes, and that is why they are left unpublished here instead of being copied from a similar listing. A pump nozzle assembly on the other side of the high-pressure line is a serviceable item in its own right and is quoted separately from this injector. Buyers comparing a high pressure fuel pump specification across suppliers should expect the same published fields from every supplier, and the same honesty about the fields nobody publishes.
Unit pump, unit injector and pump nozzle units — what the terms cover
All three are cam-driven systems with electronic spill control, and that is where the similarity ends. A fuel injector keeps the pumping element in the block and pushes fuel down a short pipe; a unit injector carries the nozzle in the same body; a pump nozzle unit does the same job on older engines without electronic metering at all. On the GEVO-12 the injector and the pump module are two separate service items, so what arrives in the box is the injector assembly with its nozzle, and the high-pressure pump module stays where it is.
What changes the specification within that family is the build revision, and the revision is not written in the trade name. Two injectors can look alike and meter differently, so the article number and the engine code together are the only reliable pair of fields. A GEVO-12 injector assembly or a GEVO-12 fuel injector assembly carries the same build under the GE maker number, and an Evolution Series injector assembly is the same injector quoted under the Evolution Series name. Where a buyer writes the order as a diesel injector assembly and the supplier lists it as a GE-numbered fuel injector for the GEVO engine, both are naming the same article, and what arrives is the injector rather than a complete pump.
Failure Symptoms
Injector failure signs to watch for on a GEVO-12 locomotive before an injector is replaced.
- One cylinder running cold at idle, or a persistent misfire that stays with the cylinder
- Exhaust that stays dark under load where the rest of the engine runs clean
- Rated output not reached, most obvious on a long climb or when hauling tonnage
- Cylinder balance figures that drift away from the others over weeks
- Hard starting, or cranking that takes noticeably longer than it used to
- Fuel in the lubricating oil, or soot at the flange where the injector seals to the block
- Rising fuel consumption against the locomotive’s own history
- Fault codes stored against a single cylinder rather than against the engine
Injector symptoms on a locomotive overlap heavily with low fuel pressure, air in the suction side, pump faults and valve or compression problems, so the normal route is a balance test plus a return-flow reading before anything is condemned. Summaries of the stored codes are grouped on our fault code pages, and the list above is meant to be read alongside live cylinder data rather than instead of it.
A weak cylinder shows up on two readings: the cylinder balance test and the cylinder contribution test; between them they show which injector is delivering less than the others. On this engine most engine misfire causes trace back to delivery rather than to ignition, so a balance and return-flow pair is the faster route to the faulty cylinder than a code read on its own.
Most diesel engine misfire complaints on this engine trace back to delivery rather than to ignition, because there is nothing else to trace them back to. An injector that has begun to leak internally shows up in two places at once: the quantity it delivers falls away at high load, and the return flow rises, so a return-flow test separates a worn pumping element from a nozzle problem in a single reading. A diesel engine misfire of that kind will not clear on its own and will not respond to an electronic trim, which is the practical sign that the injector rather than the mapping has to change. Engine derate is the last stage of the same process: once delivery drops far enough, the control unit limits output to protect the engine, and by then a fuel system troubleshooting session usually finds more than one cylinder affected on a high-hour locomotive. Renewing one injector is a repair; renewing the set is the more economic route once two or three cylinders are out of the same adjustment.
Replacement and setup notes
Fitting a fuel injector assembly is a cleanliness-critical job, and the engine-side setup afterwards decides whether the cylinder runs true.
Record the number
Write down the article number and any flange stamping on the injector you are removing before anything is loosened.
Isolate the fuel
Shut off the fuel supply and let the system stand before opening any high-pressure joint. Work on a clean surface only.
Check the bore and the cam
Clean the injector bore and inspect the injection cam lobe and the roller for scoring before the new injector goes in.
Lubricate and fit
Coat the needle and roller tappet with clean engine oil and seat the injector squarely with a fresh sealing ring.
Torque to data
Torque the retaining bolts and the high-pressure line to the figure your engine documentation gives for this build.
Prime and bleed
Prime the circuit and turn the engine over before starting, so the pumping element is never run dry on first start.
Re-check balance
Run to temperature and compare cylinder balance and return flow with the readings taken before the work.
An injector replacement on this engine is done with the injector out in the open rather than on a bench, because there is nothing inside the body being serviced: what changes is the injector, and the fuel pipe and the sealing ring with it. The two things that cause trouble afterwards are dirt and a dry start. A particle that finds its way into the pumping element during fitting will score the needle before the locomotive leaves the depot, and an injector turned over without fuel in it will do the same damage without any contamination at all. Both are avoidable with normal shop discipline.
An injector pump repair on this engine is a module swap rather than a bench rebuild: the injection pump parts inside the body are not serviced separately, and the injection pump assembly is supplied as one unit, so the job is a clean exchange of the injector and its sealing ring. Where a cylinder has failed its balance test, swapping the injector is the repair; rebuilding the set is the more economic route once two or three cylinders are out of the same adjustment.
The electronic side is short but not optional. Engine-side setup after an injector repair normally includes matching the injector to the cylinder it now serves, so the control unit knows what it is driving. Where the locomotive is being reassembled after a fuel system repair carried out across several cylinders, this is the point at which the readings taken before the work are worth having on paper, because they are the only baseline the new set can be judged against. Help reading balance and return-flow values is available through our maintenance notes, and the general sequence is set out in our installation guide.
Reference and interchange numbers
Need a locomotive injector cross reference or a 323X1003-1 equivalent? The numbers below are the ones buyers match against. All are reference interchanges only.
A bosch cross reference is only useful when it names the engine as well as the number, and on this article the engine is the whole point: the injector is built for the GEVO-12 cam and would not serve another cylinder count without a change of build. Treat any part number lookup that returns a Bosch family number on its own as half an answer, and check it against the GE number as well. In practice a cross reference search for this injector arrives either from the GE side, from the Bosch reference printed on the label, or from the reference numbers quoted by parts houses, and all three routes should land on the same article. A GE number fuel injector and a locomotive injector cross reference both reach the same 323X1003-1 injector through the maker number.
The body also carries a flange stamping and a data label, reproduced here only so a buyer can recognise what they are reading. The label in the photograph on this page carries the printed part number and a data matrix code; it is shown for identification, and the number it carries is the number we ship against. If your old injector is stamped with a number that does not appear here, send us a photograph of the body before ordering and we will check it against the reference group. Where a listing gives a bosch injection pump interchange figure, check that it names the engine as well as the number, because an interchange written without the application is not a match.
Two suppliers can quote the same injector under different wording — one listing a replacement fuel injector, another an exchange injector for a GEVO locomotive, a third a short maker number. None of those descriptions identifies the article on its own. The two fields that do are the full number and the engine the injector is built for, which is why we record both on the offer we send.
The bosch fuel injector F00BL0J050 is the Bosch-numbered form of the GEVO-12 injector also quoted as the GE number 323X1003, so a bosch part number lookup that returns F00B.L0J.050 and a part number search that returns the GE number both reach the same injector. Where a buyer needs an equivalent part number or an interchange number for a locomotive fuel system, the numbers in the grid above are the ones to match against, and we confirm the engine code before dispatch.
A depot raising a requisition for a railway fuel injector and a workshop ordering a train fuel injector are both asking for the same assembly, and the locomotive engine injector on a GEVO is the article this page covers. Because the nozzle and its needle sit inside the body, the nozzle holder assembly is one item here: a gevo injector is identified by the number stamped on it rather than by the model it came out of, and a gevo locomotive injector carries the same number as a gevo engine injector under a different description.
A railway locomotive injector bought for an Evolution Series unit is the same locomotive injector assembly we ship, whether the paperwork calls it a diesel locomotive injector or a railway diesel injector. Fitting is a straight exchange: an injector removal begins with the clamp and the short high-pressure line, the injector seat in the head is cleaned before refitting, and a new copper washer injector seal goes in with the assembly.
Read across the trade, a heavy duty fuel injector and an industrial diesel injector are built for the same high pressure injector duty cycle, so buyers write heavy duty injector where a catalogue writes diesel engine injector. Where the body has run hot, the injector o ring is usually the first seal to harden and leak.
A depot that already buys diesel spare parts and general railway parts from us can fold its injector order into the same case, and fleet lists that group locomotive fuel parts and railway engine parts against the same engine can add the injector to that case as well. A locomotive fuel injector parts line on a requisition, or a locomotive injector parts entry in a stock system, is matched to the number on the body before dispatch. Whether the paperwork calls it a gevo fuel injector or simply a railway injector, that number settles it.
Build quality and inspection
Every injector is assembled from precision components and checked before it leaves us.
Each injector is built to the fuel injector architecture used on the GEVO-12, with the pumping element, the injector needle and the solenoid valve set into the body as one assembly. A GE compatible fuel injector such as this 323X1003-1 is supplied as a new replacement, not a reconditioned unit, and the needle and seat pair is matched and lapped as a set, so what is tested is the injector rather than a collection of parts. This 323X1003-1 is a GE 323X1003 replacement built to the Bosch reference 84C603708G2, and where a depot needs a locomotive injector replacement, the injector is a straight exchange of the module and its sealing ring.
The internal numbers and the flange stamping are build-dependent: confirm against the number on your own injector before ordering, because the Evolution Series build ran across several years and more than one revision is in service. That is also why we photograph the data label rather than relying on a catalogue entry.
Injectors are checked mechanically and hydraulically before dispatch. Where a depot wants figures rather than a pass or a fail, the injector can be run on a pump bench and the bench sheet supplied with the order; injector testing equipment of the type used on rail fuel systems covers the same delivery and return-flow measurements, and having the sheet on file makes a warranty conversation a short one. A reconditioned injector is a different article from a new one, and this page describes a new injector.
Two operational habits decide how long a replacement lasts, and neither is about the injector. Diesel fuel quality is the first: water and abrasive fines pass through a filter that is overdue and reach the needle clearance directly. The second is the fuel filter diesel interval itself, which on standby or low-utilisation locomotives is often stretched because the engine has not done the mileage. Holding that interval is the cheapest reliability work available on this engine. The two habits that matter most are disciplined diesel fuel filtration and a working water separator diesel drain, because both stop contamination before it reaches the needle and seat.
Wholesale & bulk supply
Vidishi Auto is an export locomotive injector supplier of diesel fuel system parts, serving depots, overhaul shops and distributors who service GEVO-12 locomotives in volume.
4 pcs, with tiered terms as quantity rises.
Matched batches for full engine sets and depot stock.
Each injector is capped, wrapped and carton-sealed for freight.
Our diesel parts wholesale programme runs from a small batch through to container quantities, and as one of the diesel engine parts supplier names serving export workshops we consolidate mixed diesel engine parts orders into a single shipment. A depot buying a dozen injectors to cover a full engine set is buying wholesale diesel parts on tiered terms rather than on a single unit, and the effective piece price falls as the batch grows. GEVO-12 injector wholesale terms apply to the 323X1003-1 injector as a matched batch, and as a locomotive injector supplier we consolidate locomotive fuel injector parts with the diesel engine parts a depot already holds, so a full engine set and its spares move in one shipment. Tiered terms and lead times are on our wholesale pricing page, and fleet arrangements are set out under fleet programs.
Packaging, weight and shipping
Export packing and freight for single cartons through container volumes, quoted per order.
37 × 24 × 13 cm.
3.000 kg gross per carton.
4 pcs.
Capped injector, wrap, carton sealed.
The 37 × 24 × 13 cm carton is sized for one capped injector laid on its side, so a set for the twelve-cylinder engine ships as a compact case rather than a pallet of oversize boxes. The packaged shipping weight is 3.000 kg gross per carton, which covers the injector, its protective caps and the sealed wrap. Freight options and delivery estimates are set out on our shipping information page; returns and cancellations are covered under returns.
Where a depot orders railway locomotive injector parts or fuel pump parts alongside the injector, it can fold its diesel engine spare parts into the same case, so the freight cost per piece comes down as the batch grows. Whether the order is a single injector or a full engine set, the carton, the cap and the sealed wrap are the same, and the difference is only the number of units in the case.
For one injector the courier option is usually the fastest route to a depot; for a full engine set, a consolidated case or a pallet brings the freight cost per piece down. Where the shipment is going to a resale or bonded address, ask for the commercial invoice and packing list to be issued with the dispatch documents so clearance is not held up at the destination.
Frequently Asked
Common questions about the 323X1003-1 fuel injector and ordering a compatible replacement.
Is 323X1003-1 a genuine Bosch injector?
Is this the injector or the high-pressure pump?
Which engines does this fuel injector fit?
How do I know it fits my locomotive?
How many injectors does a full engine set need?
What is the minimum order quantity?
What causes a fuel injector to fail?
Can a misfiring cylinder be fixed by electronic trim alone?
What does hard starting on this engine point to?
Is the high-pressure injector assembly included?
What warranty applies?
Which other numbers refer to the same article?
What is the lead time, and can I return an unused injector?
Do you also supply the fuel filter for this engine?
Do you offer diesel engine repair and fuel system service support?
Need Help matching?
Send the engine code plate and a photo of the old injector; we confirm the 323X1003-1 match before you pay.
Article number and engine code confirmed against the GEVO-12 application before dispatch.
Available for the injector that is shipped, on request.
Help reading balance and return-flow values before committing to an injector replacement.
A locomotive fuel injector for GE and a fuel injector for GE locomotive are the same article named from either side of the order. Send the engine code plate and a photo of the old injector and we confirm the number before you pay.
Order the 323X1003-1 fuel injector
Confirm your injector number and the engine code and we will match the injector to your GEVO-12. Minimum order four pieces, with wholesale quantities available.
Brand and compliance note
Vidishi Auto is an independent supplier of compatible replacement parts. Brand names are used only to describe the application.
Vidishi Auto is an independent supplier of compatible replacement parts. Reference to Bosch, General Electric and Wabtec is made only to describe the application and the reference design. Those names, and the part numbers quoted on this page, are the property of their respective owners, and this page does not imply any affiliation with or endorsement by them.
The injector described here is not a genuine Bosch part and is not Bosch-branded. It is offered for the GE GEVO-12 locomotive application and is warranted by Vidishi Auto for 12 months.
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