Bosch 0445110019 CRI 1.0 Injector – The Foundation of Modern Common Rail Technology for Mercedes-Benz & Early VW/Audi Diesel Engines
1. Product:0445110019
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 0445110019 is among the earliest CRI 1.0-generation injectors that established the technical foundation for modern common rail injection – a solenoid-actuated design where the ECU commands the opening and closing of the needle valve through a hydraulically operated control valve. Unlike later CRI 2.0 and 2.4 variants with advanced rate shaping and multiple pilot injections, this injector relies on a simpler, more robust single-shot architecture with fewer components and a greater tolerance for variations in fuel quality. Its maximum rail pressure is 1,350 bar (19,580 psi) and it delivers a static flow of 790 cc/min at 100 bar, making it suitable for 2.5L to 3.2L diesel engines of the late 1990s. The defining specification of the 0445110019 is its high-pressure seal integrity – the injector maintains its hydraulic seal between the nozzle and the cylinder head for up to 8,000 hours of operation, a figure that significantly exceeds the later 2.0-generation injectors, due to the larger sealing surface and the use of a bolted nozzle retainer rather than a laser-welded assembly. This seal integrity is particularly important in V-engine configurations where injector access is restricted, as it minimises the risk of combustion gas blow-by that can cause injector seizure in the cylinder head bore.
█ Application Coverage – Mercedes-Benz OM611/612/613 & Early VW/Audi 2.5 TDI Platforms
The 0445110019 was used across several European diesel platforms during the transition from mechanical to electronic fuel injection:
Mercedes-Benz – OM611 (2.2L CDI), OM612 (2.7L CDI), OM613 (3.2L CDI) in W203 C-Class, W210 E-Class, W220 S-Class, and ML-Class
Volkswagen/Audi – 2.5L TDI (engine codes AEL, ACV, AFB, AKN) in Transporter T4, Audi A4/A6, and some early Touareg applications
Peugeot/Citroën – 2.2L HDi in early 607 and C5 models
The injector features a 7-hole nozzle with 0.20 mm diameter orifices and a 145° spray angle – the largest orifice diameter among CRI injectors – producing a droplet spectrum that prioritises clogging resistance over ultra-fine atomisation. It replaces Bosch part numbers 0445110020, 0445110021, and Mercedes-Benz OEM numbers A6110700187, A6120700087.
▐ Technical Specifications – Electrical and Hydraulic Data
| 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 | 15.5 A |
| Holding Current (PWM) | 5.0 – 5.5 A |
| Static Flow @ 100 bar | 790 ± 25 cc/min |
| Nozzle Holes / Diameter | 7 × 0.20 mm |
| Spray Angle | 145° |
| Needle Lift | 0.22 mm |
| Hydraulic Opening Pressure | 200 bar |
| Leak-off Rate (new, idle) | ≤ 18 ml/min |
| Max. Engine Speed | 4,600 rpm |
| Solenoid Inductance | 2.7 mH |
The 2.7 mH inductance – the highest of any CRI injector – provides the most gradual current rise, minimising the peak current demand and reducing electrical stress on the ECU drivers.
◆ Construction Details – The Overbuilt Reliability
The CRI 1.0 architecture used in the 0445110019 was designed with a focus on durability:
→ Bolted Nozzle Retainer: The nozzle is secured with a 35 N·m threaded retainer, allowing disassembly for inspection and component replacement – a serviceability feature absent from later sealed-unit injectors.
→ Through-Hardened Plunger: Manufactured from SAE 52100 bearing steel and hardened to 56 HRC, the plunger provides a 6–8 micron wear margin – generous by modern standards.
→ Integrated Solenoid Heat Sink: The solenoid coil is encapsulated in a brass housing that dissipates heat from the winding, extending the service life of the enamel insulation.
→ Non-Serviceable Inlet Filter: A 20 µm sintered metal filter protects the control valve and plunger from debris; a 5 µm primary filter is mandatory.