F00RJ02035 Control Valve Replacement for Xichai 0445120117

An engine code plate will not tell you which control valve is fitted. Two injectors can sit under one engine code and still carry different valves, so the match is made on the code stamped on the body and on the injector number, never on the plate or the registration document alone. Where a photograph of both markings is not possible, a VIN on its own still does not settle it; the markings are what we check.

This is not a Cummins control valve. Buyers reach diesel control valve pages by engine family, so the boundary is worth stating plainly: this parent injector is a Xichai unit, and the valves used in a Cummins ISG or ISM injector are different components with different codes. If you are ordering for a Cummins injector, this is the wrong page and we will tell you so rather than accept the order.

The published reference for this component is the injector, not the machine: the 0445120117 injector, catalogued as 0445120117 and serving the Xichai 6DM2 six cylinder diesel. That injector is a common rail unit used on the Xichai 6DN1 and 6DM2 engines in FAW Jiefang J5 / J6 trucks, so an F00RJ02035 control valve is ordered for a workshop rebuilding one of those injectors. A control valve belongs to that injector family and to nothing else we can stand behind. If your machine carries a different diesel, the honest answer is that this is probably not your component — send us the injector number and we will tell you what is.

Read the type number on the valve first, because it is the marking that describes the component itself, and read the injector number second, because that is what places it. Identification points at the markings rather than the box. The code etched on the body of the valve we photographed is F00RJ02035, and the Bosch catalogue number this page cross-references is F 00R J02 035. Those two describe one component: the first is the code a rebuilder reads, the second is the catalogue number a parts system files. If you are asking how to identify a control valve from this family, the body stamping is where to start, and the injector number is what a bench check examines next.

Why the control valve code needs its own page. Buyers search this code for one reason: it is stamped on the component, or written on a rebuild sheet, and nothing else explains it in terms of the injector it belongs to. We publish the mapping rather than the mythology. F00RJ02035 is the code on the part; F 00R J02 035 is the Bosch catalogue number for the same valve; the injector it serves is 0445120117. Once those lines are clear, the component is easy to place.

Start with the part, because the word valve is used loosely. A common rail diesel injector control valve such as the F00RJ02035 is the solenoid valve that sits at the top of a common rail injector and controls the return side of the unit. When the coil is energised the armature lifts, the return orifice opens, and rail pressure above the needle falls so the injector sprays. Seen that way, a control valve is not a bolt-on tip: it is a precision solenoid and seat finished to a tolerance that decides the metered return, which is why the cap and stem are supplied and replaced as a pair and never mixed between units.

A control valve inside a common rail injector sits on the return side, so the valve inside the 0445120117 is what this page supplies as a matched set rather than a loose part. The component carries two identifiers. The code F00RJ02035 — written in full as F 00R J02 035 — is etched across the body, and it is what a rebuilder reads off the part. The Bosch catalogue number F 00R J02 035 is what a parts system files it under. On this component the two travel together: the code in the stamping identifies the valve type, and the catalogue number is how that type is ordered. The F00R in the code belongs to the Bosch F00RJ control valve family, which is one of the ways a valve from this family is told apart from its neighbours.

Where the valve belongs is the part most buyers want confirmed. It is fitted inside the 0445120117 injector (0 445 120 117), the common rail unit that serves the Xichai 6DM2 and 6DN1 six cylinder diesel. That injector is the unit used on the Xichai engine family in FAW Jiefang J5 and J6 trucks, so that is the chain a valve buyer works along: valve to injector, injector to machine. Read in the other direction, it is why a control valve page cannot honestly publish an application of its own — the application belongs to the injector. On a system view, the control valve is the electric control element of a Bosch common rail injector, sitting at the injector position and metered as a CRIN2-16 class component.

Where our supply differs is the brand. The Bosch number is part of a catalogue and a service programme; we supply a new compatible control valve instead, built to the Bosch specification for this component and sold under the Vidishi Auto brand. There is no core to return and no rebuilt core in the chain. One thing we do not do is dress that up as a Bosch part. The F00RJ02035 control valve we ship is ours, not Bosch’s, and the code F00RJ02035 and the number F 00R J02 035 appear on this page so you can match your rebuild sheet to what we supply.

How we label data. Confirmed means a value read directly from the goods we handle or from the Bosch control valve catalogue, including the etched code F00RJ02035. Reference means an injector number or a Xichai application, quoted so your rebuild sheet can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a bench figure 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. The supplied component is the control valve assembly: the cap with its dial face, the matched stem, and the sealing parts that close the return orifice. The packed shipping weight for the supplied lot is 3.9 kg in a 7.6×2×2 cm package, and each valve travels in protective packing so the cap arrives undamaged. Nothing else is sold loose from this page — we do not sell a complete injector or a nozzle here: each is a different component with its own number.

Read this as a map of one component rather than a list of interchangeable parts. Every number above describes the same component, but each one does so from a different place: F 00R J02 035 comes from the Bosch catalogue, the code F00RJ02035 is what a rebuilder reads off the body, and the injector number 0445120117 comes from the injector the valve is fitted inside. The Xichai 6DM2 application belongs to that parent injector, not to the valve, and it is quoted here because it is the number a workshop will find on the injector body. Nowhere here is an exchange number implied: the valve we supply is new and no Bosch exchange programme sits behind it.

As a F00RJ02035 cross reference, the table is also an identification boundary. It does not say that any neighbouring valve number fits your injector, and it does not say that a control valve and a nozzle are the same kind of part. Those are separate components with separate numbers. What we will do is confirm the pair against your own markings — the code on the valve and the number on the injector — and that confirmation costs nothing before you order.

Two practical lines. Anyone searching for an F00RJ02035 equivalent is usually looking for a new supply against a stamped code, which is what this page offers. And if you are holding an injector number with no idea which valve it takes, the answer here is short: 0445120117 takes the F00RJ02035 type, and any other injector number needs its own check. A type number stamped on one valve and a part number stamped on another are not interchangeable evidence.

An F00RJ02035 control valve replacement is the matched cap-and-stem set this page describes, supplied as a service component rather than a bare tip. The practical difference is simple. A reclaimed valve arrives with a history nobody can inspect: it has already been run, cleaned and re-lapped, and how much material came off the seat in that process is not something you can measure from the outside. A new compatible valve starts from a known point, and the bench result is reproducible across a set. For a shop rebuilding six injectors at a time, that consistency is usually the deciding factor rather than the headline figure.

• Rough idle and a misfire on one cylinderWhen the control valve no longer meters cleanly the affected cylinder gets a poorer burn than the ECU expects. An intermittent misfire at idle is usually the first report from the driver.
• Smoke under loadA return side that has drifted turns into visible smoke and a duller response long before a fault code appears, because the fuel is still being delivered, just not properly.
• Hard starting and a long crankRail pressure takes longer to build when the injector leaks back internally through a tired valve, and a worn seat is one of the reasons that happens.
• Rising return flow on the benchThe test that settles it. A control valve that no longer seats cleanly shows up as excessive back-leakage during a return-flow measurement.
• A fall in delivered quantityA valve that has lost seat integrity meters less fuel than the map expects, which reads on the bench as low delivery at the same rail pressure.
• Poor spray timingAtomisation and start-of-injection are judged by the bench as well as by figure. A pattern that has gone streaky or asymmetric points at the valve or the seat.
• Fuel in the oil over timeA small internal leak can thin the engine oil over a long period, which is how a metering fault quietly becomes a much larger repair.

These signs overlap with a tired nozzle, with a coding problem on a freshly rebuilt unit, and with a fuel supply fault elsewhere in the system, so treat the list as an early warning rather than a diagnosis. Confirm the component by return quantity and actuation on a test bench before you condemn a control valve. A scan tool will show which cylinder is unhappy but it will not tell you why, and the bench figure is what separates a valve fault from a wiring or a coding fault.

Read as symptoms rather than part numbers, these are the bad injector symptoms that reach the workshop first, running from a coarse return pattern through to a genuine injector misfire: a diesel rough idle, a hard start diesel engine, black smoke diesel engine behaviour under load, and on longer term neglect fuel dilution in the sump. Drivers rarely describe them in those terms — they say the truck feels flat or smokes on a climb — so the useful question is not which diesel injector problems are listed here, but whether the unit over-returns on the bench. An injector return flow test answers that; a symptom list only points you at the cylinder, and only the strip and inspect step tells you whether the control valve is the cause. See our diagnosis guides for the wider routine.

1. 1. Clean before you open the injectorWork on a clean bench and blow the injector down before it comes apart. Grit inside the valve bore is the quickest way to spoil a new set, and it is the one variable a workshop fully controls.
2. 2. Strip and record the codeRecord the number on the injector body and the code on the old valve before anything is separated. A rebuild record without the old markings is a rebuild sheet nobody can check afterwards.
3. 3. Clean the injector bodyRemove carbon from the valve seat area and the bore, and inspect the seat face. The new valve seals against that face, so a marked or pitted seat will undo a new component.
4. 4. Fit the matched set togetherKeep the cap and its stem as the pair they arrived as. Do not mix a stem from one set into another, and do not lap or polish either part on the bench.
5. 5. Reassemble and torque correctlyFollow the engine maker figures for valve retaining nut torque and the sequence for the injector. The torque belongs to the injector or the engine, not to the valve.
6. 6. Prove it on the test benchRun return quantity and actuation checks with the rebuilt injector on an injector tester before it goes back on the engine. If you are rebuilding a set, bench the first one and keep the figures as the reference for the rest.

Most of the risk in a valve job sits either side of the component itself. Before it goes in, cleanliness and the seat condition decide whether it seals. After it goes in, the bench proves whether it meters. Neither is difficult, and both are routinely skipped under time pressure. If you would rather not carry the job in house, read the installation guide and the maintenance guide for the wider routine, or put the question to us before you start.

Two notes for workshops. A valve job on a high pressure common rail engine starts with a clean fuel path: a tank of dirty fuel will shorten the life of a new valve as surely as a bad fit will. And a bench check after the rebuild is what separates a rebuild from an assumption. The rest is standard diesel injector rebuild discipline: strip and inspect, injector cleaning of the body and seat, then reassembly, injector coding of the rebuilt unit and a common rail injector test bench run to prove the result. A control valve is only as good as that sequence, and the injector torque specification belongs to the injector rather than to the valve. None of it is specific to this code; it is what keeps any fuel injector inside tolerance after a rebuild.

Every F00RJ02035 control valve is covered by a 6-month warranty against manufacturing defects. That covers a component 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 damaged injector seat, 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 component level. It applies to the valve as supplied, and it does not extend to the injector it is fitted into, to the engine, or to bench labour. That boundary is normal for a fuel system component, and it is worth stating before the order rather than after a problem.

Two questions buyers ask. The F00RJ02035 warranty starts from delivery, not from fitting, so a set 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 valve stays yours, and the cover on the new one is unaffected by what you do with it.

A control valve is rarely bought one at a time, so the F00RJ02035 is supplied from a 6 pc minimum — enough for a set of six cylinders, with larger rebuild-shop and distributor quantities quoted per order against your build list. We supply rebuild shops, fleet workshops and parts importers working on the 0445120117 injector, and trade quantities are quoted per order on the same export documentation. Because a valve is the internal part, orders are usually placed alongside the other rebuild items a bench consumes, and mixed orders are normal on our side rather than a special request.

For trade buyers: the control valve price for this line is quoted rather than listed as a fixed figure, because pricing moves with quantity and with what else is on the order, which is how control valve wholesale normally works. The valve MOQ is 6 pcs. We supply diesel parts in bulk to an injector parts distributor as well as direct to rebuild benches, and we handle the range wholesale and wider auto parts wholesale lines on the same export documentation. One practical note for a bench rebuilding a set: order the valves as one lot, because a lot arrives as an identifiable batch and the bench figures from the first unit then carry across the set with fewer variables.

The figures above are the packed export figures for the supplied lot, not the weight of one bare valve. Lead time is quoted per order and depends on quantity and on what else is on the same shipment, so we publish no fixed figure rather than publish one we would have to revise. For control valve export shipping, every order leaves with its paperwork in place — commercial invoice, packing list and HS code — and a lot is boxed and weighed so the shipped weight matches the declared export figures. Read our shipping information for freight options, and returns once it ships.

A control valve is a small component with an outsized effect on how an injector performs, so valve quality is checked at set level rather than by sample. Every lot passes an incoming check for the etched code and the valve type, a seat and stem inspection, and a packed-weight confirmation against the documented figure. Rather than publish reviews we cannot verify, we tell you how the component is inspected and let your own bench be the judge.

Control valve technical support is not an add-on here — it is the way most orders get placed correctly. It costs nothing before you buy: send the code from the valve body, the number on the injector being rebuilt, and a photograph of both markings, and we check the pair against what we supply before quoting. Ordering a valve on a code alone is the most common way a rebuild goes wrong, because a valve type code and an injector catalogue number are easy to confuse and a rebuild sheet is easy to misread. Support continues after delivery: bench figures, coding questions and warranty claims all reach the same team, and the person who confirmed your component is the person who answers if something is not right.

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.