The key cause of injector failures are: Poor fuel filtration Fuel contamination Incorrect installation Always follow the engine manufacturer's maintenance procedures. The majority of diesel engine problems stem from contaminated fuel. Common problems include corrosion from excessive water in the fuel, micro fine particles in the fuel and improper fuel storage, which is caused by water in the fuel. There are two ways in which water can get into the fuel: through the delivery system and through the tank vent.

Always purchase fuel from a reputable service provider and use a proper fuel/water separator. Periodic inspection of the vehicle’s tank vent is also recommended.

Make sure your car is being serviced by a reputable shop and ask about the parts they use on your diesel engine to ensure they are from the OEM or from an authorized Bosch supplier.

Introduce líquido de urea en el sistema de escape para reducir los niveles de emisión de óxidos de nitrógeno (NOx)

No, los módulos de dosificación no solo son específicos de cada uso, sino que cada uno de ellos tiene que ponerse a punto para un patrón de rociado específico.

Las principales causas por las que se presentan fallas en la bomba de alta presión son: Contaminación del combustible. Instalación incorrecta. Siga siempre los procedimientos de mantenimiento que indique el fabricante del motor.

Si se presentan los siguientes problemas, puede que algo esté mal con el difusor: Aumento en la producción de humo (sobre todo al arrancar en frío). La combustión hace más ruido si el motor está frío. El motor se siente tosco al estar en marcha a pesar de haberlo calentado. Se observa una pérdida de rendimiento. Hay un mayor consumo de combustible. Si se presenta alguno de los problemas anteriores, es recomendable que lleve el vehículo a un taller especializado en motores diésel.

Bosch fabrica dos tipos de inyectores de conducto común: solenoide y piezoeléctrico. La diferencia que hay entre ambos es la velocidad y precisión con la que inyectan el diésel. Los de solenoide funcionan a 160 microsegundos y los piezoeléctricos funcionan a 100 microsegundos. Estas dos tecnologías no son compatibles, ya que un inyector de solenoide no puede reemplazarse por uno que sea piezoeléctrico y viceversa.

El término remanufacturado no es lo mismo que “usado” ni “reconstruido”. Más bien significa que la pieza se ha vuelto a manufacturar. Se examina un 100% de las piezas y se vuelven a usar las partes que no se desgastan. Sin embargo, si en alguna de ellas se encuentran desperfectos, se desecha la pieza. Se reconstruye la bomba de presión alta y se reemplazan todos los componentes que se desgastan. Después se prueba la pieza antes de terminar el proceso. La amplitud del proceso de remanufacturación y prueba depende del fabricante.

Si compra una bomba de presión alta por su cuenta, debe adquirirla por medio de un fabricante de equipo original de prestigio. La calidad de una bomba de presión alta remanufacturada depende del proceso que se siga y de las piezas que se empleen.

A NOx sensor should be replaced if a check engine light indicates a fault, when diagnostic trouble codes related to emissions performance appear, or when signs of failure occur. Common symptoms include poor fuel efficiency, excessive DEF consumption, loss of power, or the SCR system failing to maintain compliance with emission testing.

With the introduction of Euro 6 and EPA 10/13/17 emission standards, accurate measurement of nitrogen oxides became essential for meeting regulatory limits. Bosch NOx sensors provide continuous feedback for Selective Catalytic Reduction (SCR) systems, ensuring correct DEF dosing, reducing harmful NOx emissions, and supporting onboard diagnostics. Without NOx sensors, vehicles can not reliably comply with modern emission regulations.

R. Sí, los sensores solo se deben emplear en los usos para los que fueron diseñados, ya que no son universales. Para colocarlos, siga las recomendaciones del fabricante del equipo original.

An Exhaust Gas Temperature sensor should be replaced if a check engine light indicates a fault, when diagnostic trouble codes related to temperature monitoring appear, or if symptoms such as failed DPF regeneration, reduced engine performance, or excessive exhaust smoke occur.

Strict Euro 6 and EPA emission standards require precise thermal management of exhaust aftertreatment. Exhaust Gas Temperature sensors ensure components operate within optimal temperature ranges, enable efficient regeneration of DPFs, and protect against overheating that can damage turbos or catalysts.

R. Sí, los sensores solo se deben emplear en los usos para los que fueron diseñados, ya que no son universales. Para colocarlos, siga las recomendaciones del fabricante del equipo original.

A Particulate Matter sensor should be replaced if a check engine light indicates a fault, when the Diesel Particulate Filter (DPF) itself is replaced, or when signs of failure appear. Common signs of failure include frequent or unnecessary DPF regeneration, reduced fuel efficiency, or diagnostic trouble codes related to emissions performance.

Prior to the invention of Particulate Matter sensors, Diesel Particulate Filter (DPF) monitoring was done indirectly – utilizing ΔP (differential pressure) sensors. Bosch began developing direct diesel Particulate Matter sensors in the mid-to-late 2000’s, with official rollout beginning as far back as 2013. This timing was closely tied to the announcement of Euro 6, and EPA 13/17 emission requirements that mandated on-board monitoring of DPF via real-time soot detection. Particulate Matter sensors offer far more accurate soot measurements compared to a ΔP sensor, while also having many additional benefits over a ΔP sensor.

The functional principle behind the Particulate Matter sensor is based on resistance measurement. Soot particles are deposited on an electrode structure and form conductive soot trails between the electrodes. Prior to each measurement phase, the sensor element is regenerated through heating so that the sensor element adopts a defined status before the start of the measurement process. The DPF diagnostic software then evaluates the functional capability of the DPF using the measured current.

Each charger version has a unique DC cable design. The design is specific to the charger because of its integrated fuse and the connector that plugs into the charger unit. The C80-Li model includes 2 DC cables: 1. One ends in eyelets (used for bolting to battery terminals) 2. One ends in connector clamps (used for clipping onto terminals) 3. If the clamp-style cable breaks, you can repurpose the eyelet-style cable by adding your own clamps — this is the same method used with the C40-Li charger