02113695 Common Rail Pump – Product Page

Installing a new pump should be straightforward. Yet many workshops find themselves spending extra time adjusting fitment, chasing small leaks, or dealing with erratic pressure after replacement. Often, the culprit is not the pump's internal design but the mounting precision – slight variations in flange flatness, drive gear engagement, or inlet/outlet port alignment. The 02113695 addresses this with a tighter machining tolerance on all external interfaces, ensuring it slides into place without forcing or shimming. Once fitted, the return fuel path is designed to maintain a steady backpressure, preventing air from being drawn into the inlet – a common but overlooked source of pressure instability. This attention to external precision means less installation time and fewer call-backs.

The 02113695 is a direct replacement for a wide range of commercial diesel engines, with a focus on installations where alignment and fitment have been problematic:

Euro 5 and Euro 6 trucks from major European brands where tight engine bays demand precise fitment.

Off-road equipment – excavators, wheel loaders, and dump trucks – where vibration can loosen poorly fitted pumps.

Marine auxiliary engines where access is limited and a quick, accurate fit saves significant labour time.

Agricultural tractors with PTO drives, where the pump experiences both torque and vibration loads that test mount integrity.

This pump is not a generic "one-size-fits-all" – it is designed for specific OE mounting configurations. Always confirm the PCD (82 mm) and pilot bore (25 mm) match your bracket before ordering.

Flange check – Clean both the pump flange and the engine mounting surface. Use a feeler gauge to verify flatness; the 02113695 does not need shims, but the engine side must be free of burrs.

Spline engagement – Rotate the pump shaft gently while sliding it onto the drive gear. If resistance is felt, do not force it – check the spline teeth for debris. The 02113695's chamfered lead-in reduces this risk.

Bolt torque – Tighten the three mounting bolts evenly in a star pattern to 28 Nm. Final torque sequence: 20 Nm → 28 Nm → recheck after 50 km.

Return line connection – Ensure the return line is not shared with other components that could create backpressure above 1.0 bar. The pump's internal restrictor works best with a dedicated return.

Priming – Pre-fill the pump via the return port before connecting the inlet. Crank the engine without starting for 10 seconds, pause, and repeat. This purges air from the pumping elements.

Excess fuel from the rail returns to the tank, but it often carries air bubbles picked up from injector leakage or from the tank itself. If this air enters the pump inlet, it can cause pressure dips and erratic metering valve response. The 02113695 has a controlled return path that directs the return flow away from the inlet gallery, so the pumping elements always draw clean, de-aerated fuel from the supply line. This design reduces the need for a separate de-aeration tank and simplifies the fuel circuit.

The 042899983 works with EN 590 diesel and B7/B10 biodiesel blends. For B20 and above, leakage across all three plungers increases uniformly, so the balance is maintained - only the overall flow reduces slightly. Water content should be below 0.2%; excessive water can cause pitting that affects different plungers unevenly, destroying the matched balance.

High-sulphur fuels (common outside Europe) can lead to acidic corrosion that affects plunger surfaces at different rates. If using such fuels, reduce service intervals and use a fuel additive with corrosion inhibitors.

Q1: My original pump has a different number of bolt holes – will this pump still fit?
The 02113695 uses a 3-bolt pattern with 82 mm PCD. If your engine uses a different pattern (e.g., 4-bolt), you will need an adapter bracket or a different pump variant. Do not attempt to drill new holes – the pump housing is not designed for modified mounting.

Q2: I fitted the pump but there is a fuel smell around the flange area – what could be wrong?
Check the flange surface for debris or scratches. The 02113695 relies on a metal-to-metal seal at the flange, not a gasket. If there is any grit, it will prevent sealing. Also, confirm the torque sequence – uneven tightening can warp the flange.

Q3: How do I know if the return restrictor is working correctly?
Measure the return line pressure at idle – it should be between 0.3 and 0.8 bar. If it is consistently below 0.2 bar, the restrictor may be worn or the return line may have an extra tee connection that is bleeding pressure. If it is above 1.0 bar, the return line is restricted – check for kinks.

Q4: Can this pump be used with a lift pump that delivers only 2.5 bar inlet pressure?
The minimum recommended inlet pressure is 3.5 bar for full flow. At 2.5 bar, the pump may still run at light loads but will struggle at high RPM, causing pressure drop. If your lift pump is weak, replace it at the same time as the high-pressure pump to avoid confusion later.

Q5: Why does the engine crank longer after sitting overnight if the pump is new?
This is often due to air ingress in the return line, not the pump itself. Check the return hose connections – any small leak allows air to enter the system when the engine is off. The 02113695 maintains pressure in the return line, but if there is a loose fitting upstream, it cannot compensate.

Q6: Is there a break-in procedure for this pump?
No special break-in is needed, but we recommend avoiding full-load operation for the first hour to allow the new seals and plungers to settle. After that, drive normally. Check the mounting bolts after 50 km and retorque if necessary.

 

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