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.

Introduces urea fluid into exhaust system to reduce nitrogen oxides (NOx) emission levels

No, not only are dosing modules application specific, each module has to be specifically tuned for specific spray patterns.

The key cause of high pressure pump failures are: Poor fuel filtration Fuel contamination Incorrect installation Always follow the engine manufacturer's maintenance procedures.

There could be an issue with the nozzle if you are experiencing the following: Increased smoke development (especially with cold starts). Increased combustion noise when the engine is cold. The engine is running rough despite being warm You experience a loss of performance You experience increased fuel consumption If you have any of the above issues, it is recommended to take your vehicle to an experienced diesel repair shop.

Bosch manufactures two types of injectors for common rail – solenoid and piezo. The difference between the two injectors is the speed and precision with which they inject diesel fuel. Solenoid injectors operate at 160 microseconds, and piezo injectors operate at 100 microseconds. The two technologies are not compatible – a solenoid injector can't replace a piezo injector and vice versa.

Remanufactured does not mean “used” or “rebuilt”. It means that the part has been manufactured again. 100% of all parts are examined and the non-wearable parts are re-used. However, if there are any flaws, the part is discarded. The high pressure pump is rebuilt and all wearable components are replaced. The part is then tested before completion. The extent of the remanufacturing and testing process depends on the manufacturer.

If you are purchasing your own high pressure pump, you should purchase from a reputable, OE manufacturer. The quality of any remanufactured high pressure pump depends on the remanufacturing process and components.

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.

The functional principle behind the NOx sensor is based on a ceramic electrochemical (amperometric double chamber) design. Exhaust gas passes over the sensing element, where selective electrochemical reactions measure concentrations of nitrogen oxides, oxygen, and even ammonia. The integrated Sensor Control Unit (SCU) processes these signals and communicates real-time data via CAN-bus to the ECU, enabling precise SCR dosing and emission control.

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.

Bosch Exhaust Gas Temperature sensors use thermistor or thermocouple elements to measure exhaust gas temperatures directly in the exhaust stream. The sensor converts temperature changes into electrical signals, which are transmitted to the ECU for thermal management of turbos, catalytic converters, DPFs, and SCR systems.

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