Bosch 0445110092 CRI 1.0 Injector – The Early-Generation Calibration Standard for Audi/VW 2.5 TDI & Mercedes CDI Engines
1. Product:0445110092
2. Compatible Equipment: Diesel Fuel Injection Systems
3. Manufacturer: Aftermarket OEM Replacement
4. Condition: Brand New, Fully Tested
5. Origin: ABOSEDE Diesel
6. Shipping period: 3-5 business days
7. Payment terms: T/T, Western Union, PayPal
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Product Introduction
The Bosch 0445110092 represents the early CRI 1.0 generation that established the technical foundation for common rail diesel injection across the European automotive industry. Unlike later CRI 2.0 and 2.4 variants with multiple pilot injections and complex rate shaping, this injector was calibrated for single-shot injection strategies – a simpler architecture with fewer failure points and more predictable service characteristics. Its maximum rail pressure is 1,350 bar (19,580 psi) – lower than later injectors – but the defining metric is the mechanical durability of its all-steel construction: the plunger and barrel are manufactured to clearances that allow for thermal expansion in the larger V6 cylinder heads, making this injector notably more tolerant of high under-hood temperatures than its successors. With a static flow of 920 cc/min at 100 bar, the 0445110092 delivers the fuel volumes required for the Audi 2.5L V6 TDI and Mercedes OM613 inline-6 engines – platforms where reliability is valued over the latest emissions performance.
█ Application Coverage – V6 and Inline-6 Diesel Platforms
The 0445110092 is a service replacement for several European diesel platforms from the late 1990s and early 2000s:
Audi – 2.5L V6 TDI (engine codes AKE, BDH, BFC, AYM) in A4, A6, A8, and Allroad
Mercedes-Benz – OM613 (3.2L inline-6 CDI) in W210 E320 CDI, W220 S320 CDI
Volkswagen – 2.5L V6 TDI (engine codes ACV, AEL, AFB, AKN) in Transporter T4, T5
Peugeot/Citroën – 2.2L HDi (DW12) in some early applications
The injector features a 7-hole nozzle with 0.205 mm diameter orifices and a 145° spray angle – the largest orifice diameter in the CRI family, producing a coarser droplet spectrum but providing exceptional resistance to coking in high-soot environments typical of EGR-equipped engines of that era. The larger orifices also offer greater tolerance for fuel contamination, making this injector suitable for regions with variable fuel quality.
▐ Technical Specifications – Electrical and Hydraulic Parameters
| Parameter | Specification |
|---|---|
| Maximum Rail Pressure | 1,350 bar (19,580 psi) |
| Actuator Type | Solenoid CRI 1.0 |
| Coil Resistance (20°C) | 0.95 – 1.10 Ω |
| Peak Pull-in Current | 16 A |
| Holding Current (PWM) | 5.0 – 5.5 A |
| Static Flow @ 100 bar | 920 ± 30 cc/min |
| Nozzle Holes / Diameter | 7 × 0.205 mm |
| Spray Angle | 145° |
| Needle Lift | 0.23 mm |
| Hydraulic Opening Pressure | 200 bar |
| Leak-off Rate (new, idle) | ≤ 20 ml/min |
| Max. Engine Speed | 4,500 rpm |
| Solenoid Inductance | 2.5 mH |
The 2.5 mH inductance, combined with the 16 A pull-in current, results in an opening delay of 270 µs – slower than later generations but adequate for the 4,500 rpm maximum speed of these engines. The higher inductance also reduces the stress on the ECU's injector drivers, a consideration for the earlier ECUs that powered these engines.
◆ Construction Details – The All-Steel Durability Focus
The CRI 1.0 architecture used in the 0445110092 features a robust all-steel construction designed for durability in high-temperature V6 engine bays:
→ Through-Hardened Plunger (58 HRC): The plunger is manufactured from a high-carbon steel (SAE 52100) and through-hardened to 58 HRC, rather than the surface-hardened or coated plungers used in later injectors. This uniform hardness provides excellent wear resistance and allows for a 6–8 micron clearance, which accommodates the thermal expansion of V6 cylinder heads that can reach 130°C under sustained load.
→ Bolted Nozzle Retainer: Unlike the laser-welded nozzles of later CRI generations, the 0445110092 uses a bolted nozzle retainer, making the nozzle serviceable during injector rebuild – a feature that significantly reduces the cost of remanufacturing. The nozzle retainer is torqued to 35 N·m and can be removed with a standard tool.
→ Brass-Armoured Solenoid Coil: The solenoid coil is encapsulated in a brass housing, providing superior heat dissipation compared to the plastic housings used in later injectors. This thermal management extends the coil's service life in the high-temperature environments of V6 and V8 diesel engines.