0445110036

A failing 0445110036 typically triggers P0201-P0204 (cylinder 1-4 injector circuit faults) and/or P0340 (camshaft position sensor - often a secondary symptom when injector wiring corrodes from fuel weepage). The 4HX/4HW engine uses a shared wiring harness connector per injector; if the connector seal degrades, moisture causes high resistance and P020x codes that are intermittent at idle. Diagnosis: swap the suspected cylinder's injector harness connector with a known-good one; if the fault code moves, the injector is the cause.

Verify three things on the vehicle: (1) engine code - look for '4HW' stamped on the cylinder head near the cam cover; (2) OE part number - Bosch 0445110036 is stamped on the injector body near the electrical connector; (3) the inlet connector type - 0445110036 uses a 2-pin Deutsch connector (not the later 4-pin). If all three match, the part is correct. Cross-reference with dealer using OE number 96372779 if in doubt - this is the PSA group reference many dealers use instead of the Bosch number.

Both share the same F00VC01052 valve set, but differ in IMA (Injection Quantity Adjustment) calibration code stamped on the solenoid body. 0445110036 is for the 4HX (DW12TED4 - normally aspirated/lower-boost variant, 98 kW), while 0445110240 is for the 4HW (DW12ATED4 - higher-boost, 125 kW with VNT turbo). Installing the wrong variant causes fuel metering errors, black smoke at load, and P020x codes. The visual difference: the 4HW injector body has a deeper recess around the nozzle tip.

No - 0445110195 uses a different control valve (F00VC01054, not F00VC01052), so the two are NOT interchangeable even though both fit the 4HW engine physically. The 0445110195 group (0445110195-0445110204) is for a later 4HW variant with updated ECU mapping (likely Euro 4 OBD-compliant). Using 0445110036 on a Euro 4 OBD system will cause the ECU to reject the injector and trigger a permanent MIL.

PSA workshop data specifies two-stage torque: (1) Pre-torque to 20 N·m in a criss-cross pattern; (2) Final angle-tighten an additional 110°(approximately 60 N·m equivalent). Use a torque-angle gauge or a click-type wrench set to 20 N·m, then mark a witness line and turn 110° with an open-ended ring spanner. Common error: over-tightening beyond 110° crushes the injector body O-ring seal, causing fuel weepage and P0300 codes. Never exceed 25 N·m on the first stage.

Yes - IMA (Injection Quantity Adjustment) coding is mandatory on all 4HX/4HW engines after injector replacement. The ECU uses a cylinder-specific adaptation factor stored in non-volatile memory; installing a new injector without re-coding causes rough idle and P0300 for the first 5-10 minutes. Use a Bosch KTS series or DELPHI/PP2000 diagnostic tool: navigate to 'Injection - IMA Programming', enter the 4-digit calibration code from the new injector body label, then clear adaptation values and let the ECU relearn. Average workshop time: 45-60 minutes including road test.

Standard warranty: 12 months from invoice date. Covers: solenoid coil open-circuit, control valve seizure, nozzle blockage from manufacturing defects. Voided by: (1) Installation damage - crushed O-rings or cracked body from incorrect torque; (2) Fuel contamination - water or debris in the system; (3) Incorrect IMA coding leading to over-fuelling; (4) Use of B20 or higher biodiesel blends in the fuel system. Keep the Bosch diagnostic report as proof of correct installation.

No - 0445110036 is rated Euro 3 (homologation tested for OBD-II, not OBD-II-5/EOBD-Euro 6). The later 4HW engines (post-2005) in some markets required upgraded injectors with different IMA codes for Euro 4/5 compliance. Installing a Euro 3 injector on a Euro 5 vehicle will trigger a permanent MIL, fail the annual emissions test, and may void the vehicle's type approval. For post-2006 applications, check if the vehicle is Euro 4/5 - if so, use a Euro 4-rated injector variant.

Three most common failure patterns for the 4HX/4HW fuel system: (1) Hard cold start + white smoke for 30-60 seconds - caused by worn control valve seal allowing back-bleeding of fuel into the return line overnight; (2) Black smoke + power loss under load - nozzle tip coking from short-distance urban driving; cleaning is ineffective, replacement required; (3) Intermittent P020x at idle - moisture ingress at the injector electrical connector (pin corrosion), not necessarily the injector itself. Check connector seal and harness first before condemning the injector.