F00BL0J050 Fuel Injector for GE GEVO 12 Locomotive

A injector assembly is a different purchase from an injector. 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 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 exactly why a failing module is often only found when the balance figures are read rather than when the locomotive stops.

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.

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 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at — are the ones the test bench produces rather than the ones a catalogue quotes, and that is why they are left unpublished here instead of being copied from a similar listing. 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 module. 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

Unit pump symptoms on a locomotive overlap heavily with low fuel pressure, air in the suction side, injector 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 module 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. A module 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 module 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 module is a repair; renewing the set is the more economic route once two or three cylinders are out of the same adjustment.

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 pump 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 module 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 fuel pump cross reference by machine model alone, without the number, is the one route that regularly produces a wrong module.

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 module 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 module under different wording — one listing a replacement fuel injector, another an exchange module 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 module 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 module 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 F00BL0J050 pump. 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.