Bosch 0445020158 High-Pressure Fuel Pump | Navistar OEM 3002634C1

This Bosch 0445020158 unit, also listed under Navistar's genuine part number 3002634C1, delivers factory-spec fuel pressurization for heavy-duty common rail architectures found in International and Navistar powertrains. Engineered as a direct mechanical replacement, this new CPN5 pump generates rail pressures beyond 1,600 bar to support precise injection timing and complete combustion across variable load cycles. Unlike remanufactured cores, this factory-fresh component retains unaltered plunger clearances and valve lift parameters, ensuring that fuel delivery maps remain consistent with OEM calibration from first startup. For workshops handling MaxxForce or DT-series overhauls, this pump eliminates pressure drift issues that compromise injector lifespan and emissions performance.

This pump carries the Bosch engineering code CR/CPN5S2/L340/30-8913S, which defines its cam stroke, plunger diameter, and delivery volume per engine revolution. The mounting flange uses an M10x1.5 bolt pattern with a locating dowel that positively indexes the pump to the front gear housing, preventing timing offsets during installation. Operating pressure ranges from 250 bar at idle to over 1,800 bar under full load, regulated by an integral pressure control valve that modulates feed volume based on ECM demand signals. The unit's fuel temperature sensor port accepts the standard M12x1.5 fitting, and the high-pressure outlet connection uses a DIN 73378-compliant threaded union that seals against rail inlet lines without additional adapters.

This pump is principally specified for Navistar DT 466, DT 570, and HT 570 mechanical-common-rail engines, which power International 4000-series straight trucks, 7000-series heavy haulers, and IC Bus CE/RE school bus chassis. For emissions-compliant variants, the same part number applies to MaxxForce 11, MaxxForce 13, and MaxxForce 15 engines up to 2017 model years, covering both EPA 2010 and GHG14 configurations. Workshop notes indicate that certain 2012–2015 International LoneStar and ProStar on-highway tractors equipped with the 13-liter platform also accept this pump, provided the injector trim code group matches pump delivery characteristics. Always cross-check the engine serial number suffix against Navistar's parts catalog, as some high-horsepower variants (above 475 HP) require a different flow-rate calibration.

Before fitting this pump, drain and flush the entire fuel supply circuit to remove any abrasive particles from the previous unit, particularly if the removed pump exhibited scoring or metal transfer. Lubricate the O-ring at the mounting face with clean diesel fuel, then position the pump so the drive gear engagement slot aligns with the camshaft pin at TDC cylinder #1 compression stroke. Secure the three M10 mounting nuts in a diagonal pattern to 28–32 N·m, then tighten the high-pressure outlet union to 55–60 N·m using a crows-foot adapter to avoid line distortion. With the pump mechanically installed, connect diagnostic software and execute the fuel system bleed routine, followed by a rail pressure offset learn and quantity compensator reset-these steps are mandatory when replacing any high-pressure pump on MaxxForce electronics, as the ECM retains learned adaptation values that may cause unstable idle or delayed throttle response if not cleared.

From a shop profitability perspective, installing a genuine Bosch pump rather than a budget-grade alternative dramatically reduces comeback rates linked to pressure instability. Common failure modes in aged pumps-scored plunger bores from ULSD's reduced lubricity, fatigued pressure springs, and worn cam rollers-are entirely eliminated with a new unit, restoring rail pressure rise rates to factory specifications. This directly protects downstream components: stable rail pressure prevents injector needle bounce, which is a leading cause of nozzle tip erosion and solenoid drift in high-mileage common rail systems. Fleet data indicates that proactively replacing the pump at 400,000–500,000 miles often avoids a cascading failure that would otherwise take out all six injectors simultaneously. For the service writer, presenting this preventive approach builds customer trust and positions your shop as a specialist in total fuel system health rather than just a parts-swapping operation.

Q1: How do I verify that my International engine actually needs a new pump versus just a rail pressure sensor?
A: Perform a rail pressure leak-down test with the engine off. If pressure drops faster than 20 bar per second, suspect pump internal bypass. Sensor faults typically cause erratic readings rather than consistent low pressure, so monitor actual versus desired rail pressure at full load.

Q2: Will this pump work with biodiesel blends up to B20?
A: Yes, Bosch approved this CPN5 variant for B20 compatibility. However, higher blends reduce internal lubrication-consider adding a fuel conditioner if your fleet consistently runs above B10.

Q3: What torque sequence prevents the mounting flange from warping?
A: Use a star pattern starting with the lower-left bolt, then upper-right, then the remaining position. Final torque to 30 N·m, then recheck after 50 miles of operation as the gasket compresses.

Q4: Is programming mandatory, or can I just clear codes and run?
A: Relearn is not optional. Without resetting pump adaptation, the ECM will overcompensate injector pulse width, causing hazy smoke and elevated EGTs. The relearn takes under five minutes with a compatible scanner-never skip this step.

Q5: What is the expected service life of a new genuine pump under severe duty?
A: With regular fuel filter changes at 15,000-mile intervals and clean fuel, expect 500,000+ miles. In vocational applications (construction, refuse) with frequent idle hours, shorten the service interval to 350,000 miles or 8,000 hours.

Q6: Does this pump include a new pressure relief valve, or must I order that separately?
A: The pressure limiting valve is integrated into the rail, not the pump. This pump includes only the internal metering and pressurization components-the rail valve remains a separate service item if your rail fails pressure retention tests.

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