F00041N041 Diesel Common Rail Injector Repair Kit — Coded Injector Seal & Shim Restoration Set

Swapping a failed injector on a modern common-rail engine is no longer a plug-and-play event - it's a calibration procedure. The Bosch EDC16/EDC17 ECU relies on the injector's unique IMA (injector-specific adjustment) code to balance cylinder-to-cylinder fuel delivery. Replace the injector, and you must upload a new code, perform a pilot-learn routine, and risk fuel trim drift if the process is interrupted. Yet in the majority of cases, the solenoid and nozzle needle are still within wear limits; the failure is purely hydraulic leakage through aged seals. The F00041N041 Injector Repair Kit eliminates the need for IMA reprogramming by replacing every wear‑prone sealing element and adjustment shim - restoring the original injector body to factory‑spec return flow and opening pressure while keeping its calibration data intact.

• FKM body O‑ring pack – three rings sized at Ø7.6×1.8 mm, Ø14.0×2.0 mm, and Ø18.5×1.5 mm, formulated for continuous service from −35 °C to +200 °C and compatible with EN 590 diesel as well as B20 biodiesel blends.
• Copper crush thrust ring – annealed to a controlled hardness of 45–55 HV, surface finish Ra ≤ 0.8 µm, ensuring a micro‑conforming seal against the nozzle seat without extrusion at 2,100 bar transient overshoots.
• Nozzle retaining nut gasket and combustion seal washer – dual‑barrier design that isolates combustion gas and prevents carbon packing around the injector tip.
• Fuel return line connector seal – a dedicated 9.8 mm × 1.5 mm FKM ring, often omitted in generic kits but essential to stop external fuel weep.
• Adjustment shim set – laser‑marked shims from 0.90 mm to 1.30 mm in 0.02 mm increments, allowing precise nozzle opening pressure (NOP) targeting within ±5 bar.

0414701099
0414701061
0414701036

These injectors are found on a range of medium‑duty diesel platforms - from Deutz TCD 2012/2013 engines to Volvo Penta marine auxiliaries and Iveco Cursor applications. Because the seal cavities are dimensionally identical across all three variants, one F00041N041 Injector Repair Kit covers them all. Simply verify the laser‑etched part number on the solenoid cap to confirm fitment.

All these symptoms arise from seal fatigue, not solenoid or needle failure. The F00041N041 Injector Repair Kit addresses them directly, avoiding the cascade of costs associated with a full injector replacement.

Q1: If I use the F00041N041 repair kit, do I need to enter a new IMA code afterwards?
No. Because the original injector body and solenoid are reused, the flow characteristic - and therefore the IMA code - remains unchanged. The ECU continues to use the existing calibration. Only the seals and shims are new.

Q2: Will this kit help if my injector still clicks electrically but has high return flow?
Absolutely. A strong solenoid click means the electromagnetic circuit is healthy. High return flow in that case almost always points to seal degradation. Replacing the seals with the kit restores hydraulic integrity without touching the solenoid.

Q3: Can the FKM O-rings handle biodiesel blends?
Yes. The FKM formulation used in this kit resists volume swell up to 8 % even with B20 biodiesel. Standard NBR O-rings can swell over 18 % in the same fuel, leading to rapid loss of sealing pressure.

Q4: What is the correct nozzle nut torque, and why is it so critical?
The nozzle retaining nut must be tightened to 50–55 N·m. Under‑torquing allows combustion gas to bypass the thrust ring; over‑torquing permanently deforms the copper washer and shifts NOP out of spec. A two‑step sequence (25 N·m → back‑off → 50 N·m) is recommended for even crush.

Q5: Does the kit include the small return‑line connector seal?
Yes. A 9.8 mm × 1.5 mm FKM seal for the return‑line banjo fitting is inside the box. Many generic kits skip this part, but a leak here can mimic a high‑pressure fault and cause unnecessary diagnostic time.

Q6: Are the supplied shims enough to bring NOP back to factory spec on a high‑mileage injector?
The 0.90–1.30 mm range, in 0.02 mm steps, covers the normal wear‑induced drift seen on 0414701099, 0414701061, and 0414701036 injectors. If a shim outside this range is required, the nozzle spring may be fatigued and the injector body should be inspected further.

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