332X1021 Unit Pump for GE GEVO 12 Locomotive
New 332X1021 electronically controlled unit pump, the GE CAT number for the GE GEVO-12 locomotive diesel (GE PT number 84E901259G5, Bosch reference F00B.L0P.047). A Vidishi Auto compatible replacement with a 12-month warranty. Single package 30 x 21 x 10 cm, 7.000 kg gross. MOQ 4 pcs. Wholesale export supply.
Original price was: $2,400.00.$1,700.00Current price is: $1,700.00.
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Product Details
332X1021 Unit Pump by the Numbers
Verified identity and fitment data for this unit pump module, supplied for the GE GEVO-12 locomotive diesel.
A unit pump module is a different purchase from an injector. The high-pressure pumping element, the roller plunger 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 a module swap rather than a pump rebuild. Because a GEVO-12 fires twelve cylinders from twelve separate modules, a fleet workshop replacing a full set orders twelve, while a single module is the normal order for a fault confined to one cylinder. The engine keeps running on the remaining modules either way, which is why a failing module is often only found when the balance figures are read rather than when the locomotive stops. Depots that hold the number 332X1021 against the unit itself, rather than against a catalogue line, avoid the wrong-build trap entirely.
Locomotive Engine Compatibility for 332X1021
This unit pump serves the GE GEVO-12 diesel used across the Evolution Series. Match the pump number and the engine code before ordering.
| Unit pump number | Cross reference | Application note |
|---|---|---|
| 332X1021 | 332X1021R | GE / CAT number of this module (page headline) |
| 84E901259G5 | 332X1021 | GE PT number and GE CAT number printed together on the label |
| F00B.L0P.047 | F00BL0P047 | Bosch reference printed on the label and on the body plate |
| 322X1021 | 322X1021BR | Plate reading on this listing’s units; BR reference form |
| B416810387 | B 416 810 387 | Bosch short number quoted for the same article |
| SNK1791889 | SN K1791889 | Serial-form reference recorded for the same article |
| K1750045 | K1791689 | Label SN field on units of this build |
| 705503AT | 705503AT | Alternate reference quoted beside the GE numbers |
Locomotive and engine applications
| Platform / build | Locomotive model | Engine | Years | Unit pump |
|---|---|---|---|---|
| GE Evolution Series | ES44AC / ES44DC (AC and DC traction, 4,400 hp) | GEVO-12 (V12) | 2003-present | 332X1021 |
| AC traction build | ES44C4 / ET44AC / ET44AH / ET44C4 | GEVO-12 (V12) | 2005-present | 332X1021 |
| DC traction build | ES40DC (4,000 hp) | GEVO-12 (V12) | 2004-2008 | 332X1021 |
| Export build | ES30ACi / ES40ACi / ES44ACi | GEVO-12 (V12) | 2007-present | 332X1021 |
Part number match
Match the number on your old module to 332X1021 or to the reference form 332X1021R. Where the plate is legible, the Bosch reference F00B.L0P.047 printed above the number field identifies the same build without any further cross-check.
Where the number is hard to read, a photograph of the pump body and the engine code plate is usually enough for us to confirm the build. On a locomotive the pump is not normally visible without removing covers, so the plate on the engine and the delivery paperwork from the last overhaul are usually the faster route.
The Evolution Series covers a long production run that began with the ES44AC and widened to the Tier 4 machines, and the same article serves all of it. The ES44AH locomotive and the ET44AH locomotive are the heavy-haul builds of that family, while the ES40DC locomotive is the lower-rated 4,000 hp version of the same engine and takes the same module. Because the GEVO-12 is also the prime mover in rebuild programmes for older freight locomotive fleets, this pump is stocked for both new-build and overhaul demand.
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 module is ordered from the shelf. A storeroom that keeps a working list of locomotive parts and a buyer who works only from the maker number are describing the same module, and the number and the engine code are what we confirm.
Fitment verification
- Pump part number — match the number on the pump body or its plate to 332X1021, to 332X1021R, or to the Bosch reference F00B.L0P.047.
- 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 module — a picture of the body, the flange stamping and the roller end, so we match the build revision rather than only the engine.
How this module makes pressure
On this engine each cylinder has its own pump, 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 arrangement is a single pump injection layout, time-controlled rather than mechanically governed. A pumping element sits inside the module body and is driven directly by a cam on the engine camshaft through a roller plunger, 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 pump. While that valve is open the pump 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 plunger 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.
That is the key difference from a rail-based arrangement that holds one shared volume of fuel at pressure for all cylinders. A diesel fuel system built this way makes its pressure where it is used, in a single stroke, and the injection event lasts a fraction of a millisecond. What the module has to do well is seal: the plunger and barrel pair is lapped to a very fine clearance so that pressure holds at low engine speed, and the valve has to seat hard enough to hold that pressure and release it cleanly at the end of the event.
Seen as an engine fuel system, the interesting part is what the module does not contain. There is no distributor, no rack and no governor: the metering decision lives in the control unit and is executed by one solenoid per cylinder. The injection system components that decide the event are therefore the pumping element, the solenoid valve and the nozzle at the far end of the short pipe, and the pressure generation step happens entirely inside this body rather than at a central pump.
Cam-driven pressure
The plunger is worked by the injection cam through a roller plunger, so peak pressure arrives with the cam profile rather than from a stored volume.
Electronic spill control
The injection 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 module, cylinder-to-cylinder trim is applied electronically instead of by a mechanical adjustment.
The trade-off is that the module is mechanically simple and electronically precise at the same time. A pumping 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 plunger and barrel 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.
Read across the trade, this module and a unit injector are often described in the same breath, and they are not the same article. One carries the nozzle in its own body and fires straight into the combustion chamber; the other sends fuel down a short pipe to a separate nozzle holder. On this engine the pump is a separate module, which is why the numbers in this listing identify a pump body rather than a complete assembly. Even a listing that quotes the right Bosch family reference can therefore be describing the wrong link in the chain, which is why we ask for the number on the body.
Fuel cleanliness is the one variable that decides service life here, and it is worth stating plainly rather than selling around. The plunger and barrel 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 separator working; where fuel quality is poor, the pump element 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 pump. A 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 module, 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 an EUP module, a GE CAT number, 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 unit pump module, 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 module.
- 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 | 332X1021 (GE CAT number), also 332X1021R |
|---|---|
| Component type | Electronically controlled unit pump (EUP) module |
| Fuel system | Single pump injection, time-controlled, one module per cylinder |
| Bosch reference number | F00B.L0P.047 |
| GE PT number | 84E901259G5 (printed beside the CAT number on the label) |
| Interchange references | 322X1021, 322X1021BR, B416810387, SNK1791889, 705503AT, K1791689 |
| Label SN field | K1750045 / K1791689 (units of this build) |
| 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 module 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 |
| Flow rate | Not published |
| Emission class | Not published |
| Packaged carton size | 30 × 21 × 10 cm |
| Packaged shipping weight | 7.000 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 module you receive can be requested with the order.
The working parts inside the body
The pressure is made by two parts working as a pair. The plunger assembly is driven by the cam and displaces the fuel; the barrel assembly it runs in is lapped to it, and the pair is matched at build so the clearance stays tight enough to seal at cranking speed. Below them the cam follower is the interface between the engine and the module: the cam lobe acts on the roller, and the roller passes the motion into the plunger without side loading the bore.
Above the pumping chamber, the solenoid coil and its armature are the parts that decide whether pressure can build at all, and the valve seat they close against has to hold that pressure and release it cleanly at the end of every event. That seat is the single most load-cycled surface in the module, and it is also the one that suffers first if abrasive contamination reaches the fuel.
A note on the technical wording, because it is where most listings go wrong. A plunger pump element and a Bosch family reference 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 module 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.
Failure Symptoms
Unit pump failure signs to watch for on a GEVO-12 locomotive before a module 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
- Balance figures that drift away from the other cylinders 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 module 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
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 module that is closing its valve late or leaking past the seat does not fail suddenly. The first sign is a fuel knock that appears only under load, because the combustion event has moved a few degrees and the cylinder is no longer in step with the others. A workshop that reads balance figures weekly will see the same cylinder drifting before the knock becomes audible, which is the cheaper way to find it.
Once delivery falls far enough, the control unit protects the engine and a power derate limits output. By that stage the fault is usually visible in more than one place at once: a cylinder imbalance well outside the fleet norm, a rising return flow, and a fuel consumption figure that no longer tracks the locomotive’s own history. Because the engine keeps running on the remaining modules, the derate is easy to mistake for an unrelated control fault, which is why the balance reading should be taken before the electronic side is suspected.
Replacement and setup notes
Fitting a unit pump module 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 module 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 module bore and inspect the injection cam lobe and the roller for scoring before the new module goes in.
Lubricate and fit
Coat the plunger and roller with clean engine oil and seat the module squarely with a fresh sealing ring.
Torque to data
Torque the retaining bolts and the high-pressure joint 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 balance and return flow with the readings taken before the work.
A pump removal on this engine is done with the module out in the open rather than on a bench, because there is nothing inside the body being serviced: what changes is the module, 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 plunger before the locomotive leaves the depot, and a module turned over without fuel in it will do the same damage without any contamination at all.
The engine-side sequence matters as much as the fitting. The torque specification for the retaining bolts and the high-pressure joint comes from the engine documentation, not from a general table, because the flange loading differs across the Evolution Series builds. A sealing ring replacement belongs with every module exchange rather than with every other one, since a reused ring that has taken a set will weep long before the module itself gives trouble. After the pipework is closed up, bleeding the circuit before the first start is the step that protects the new module, because a pump element asked to make pressure with air in the chamber will not make it and will run dry while trying.
Where the high pressure line between the module and the nozzle holder is disturbed, treat it as a service item rather than as reusable hardware, and check its routing against the engine documentation before it is remade. The electronic side is short but not optional: engine-side setup after a module exchange normally includes matching the module to the cylinder it now serves, so the control unit knows what it is driving. The general sequence is set out in our installation guide, and help reading balance and return-flow values is available through our maintenance notes.
Reference and interchange numbers
Need a number cross reference for this module, or an OEM cross reference that names the engine as well? The numbers below are the ones buyers match against. All are reference interchanges only.
A number 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 pump is built for the GEVO-12 cam and would not serve another cylinder count without a change of build. Treat an oem cross reference that returns a Bosch family reference on its own as half an answer, and check it against the maker number as well. Read as a part number check, the grid above runs from the CAT number through the Bosch reference to the short forms, and all of those routes should land on the same module.
The GE side of the numbering is where most confusion starts, because two maker numbers describe one article and a supersession list will often show only one of them. The label on the units photographed here prints the two side by side — GE PT number 84E901259G5 and GE CAT number 332X1021 — and the label is the field that settles which build the module is. Where a buyer’s paperwork carries only the cat part number, the Bosch reference on the plate is the cross-check that closes the gap.
The body also carries a flange stamping and a plate, reproduced here only so a buyer can recognise what they are reading. The plate in the photograph on this page carries the printed reference and a number field; it is shown for identification, and the number it carries is the number we ship against. If your old module carries 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.
Build quality and inspection
Every module is assembled from precision components and checked before it leaves us.
Each module is built to the unit pump architecture used on the GEVO-12, with the pumping element, the roller and the solenoid valve set into the body as one assembly. The plunger and barrel pair is matched and lapped as a set, and the solenoid is matched to the body, so what is tested is the module rather than a collection of parts.
The internal numbers and the flange stamping are build-dependent: confirm against the number on your own module 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 plate rather than relying on a catalogue entry.
Modules are checked mechanically and hydraulically before dispatch. Where a depot wants figures rather than a pass or a fail, the module can be run on a pump bench and the bench sheet supplied with the order, which covers the same delivery and return-flow measurements used on rail fuel systems. A reconditioned module is a different article from a new one, and this page describes a new module.
Two operational habits decide how long a replacement lasts, and neither is about the module. Fuel system cleanliness is the first: water and abrasive fines pass through a filter that is overdue and reach the plunger clearance directly. The second is the filter change 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, and a working water separator drain matters for the same reason, because water reaches the pumping element as readily as grit does.
Wholesale & bulk supply
Vidishi Auto is an export supplier of diesel fuel system parts, serving depots, overhaul shops and distributors who service unit pump engines in volume.
4 pcs, with tiered terms as quantity rises.
Matched batches for full engine sets and depot stock.
Each module is capped, wrapped and carton-sealed for freight.
Our wholesale pricing programme runs from a small batch through to container quantities, and trade pricing applies as soon as an order covers a full engine set. A depot buying a dozen modules for the twelve-cylinder engine is buying on distributor pricing rather than one unit at a time, and the effective piece price falls as the batch grows. Buyers who place a standing order usually want the same build from batch to batch, which is what our stock holding is arranged to give. Send your required quantity and destination port for a quotation.
Packaging, weight and shipping
Export packing and freight for single cartons through container volumes, quoted per order.
30 × 21 × 10 cm.
7.000 kg gross per carton.
4 pcs.
Capped module, wrap, carton sealed.
The packaging specification for this module is fixed: a capped module laid on its side in a sealed wrap, with the carton dimensions of 30 × 21 × 10 cm sized so the module cannot move in transit. The gross weight is 7.000 kg per carton, which covers the module, 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 several modules are quoted together, the figure that applies to your order is the one confirmed before dispatch rather than a headline number, because freight and quantity move it. Whether you are comparing a quotation from a local distributor or an offer from another exporter, ask for it to include freight and the warranty terms so the comparison is like for like.
For one module 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 332X1021 unit pump and ordering a compatible replacement.
Is 332X1021 a genuine Bosch unit pump?
Is this a unit pump or a complete injector?
What exactly is the 332X1021 number?
Which engines does this unit pump fit?
How do I know it fits my locomotive?
Why does my plate show a slightly different number?
How many modules does a full engine set need?
What is the minimum order quantity?
What are the common pump failure symptoms?
How do I start a no start diagnosis on this engine?
Can a misfiring cylinder be fixed by electronic trim alone?
Is the nozzle included with the module?
What is the lead time, and can I return an unused module?
What warranty applies?
Which other numbers refer to the same article?
Need Help matching?
Send the engine code plate and a photo of the old module; we confirm the 332X1021 match before you pay.
Article number and engine code confirmed against the GEVO-12 application before dispatch.
Available for the module that is shipped, on request.
Written quotations and same-RFQ additions: [email protected]
Help reading balance and return-flow values before committing to a module replacement.
Order the 332X1021 unit pump
Confirm your module number and the engine code and we will match the pump 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 module 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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