F00041N031 Diesel Common Rail Injector Repair Kit — Cylinder Balance & Long‑Term Fuel Trim Correction Seal Set

 

A workshop diagnostic screen often paints a confusing picture: zero fault codes, EGR and DPF systems operating within spec, yet the driver complains of a steady 10 % rise in fuel consumption over the past six months and a subtle steering‑wheel vibration at idle. The scan tool reveals the only anomaly - long‑term fuel trim on cylinder 4 is sitting at +12 %, while the remaining three hover near zero. There is no misfire counter increment, no smoke, no limp mode. The silent culprit is a micro‑leak inside the injector body: O‑rings losing radial squeeze, allowing high‑pressure fuel to escape into the return gallery and reducing the mass actually delivered to the combustion chamber. The F00041N031 Injector Repair Kit stops this invisible delivery drift by replacing every sealing element that governs fuel metering accuracy, restoring cylinder‑to‑cylinder balance and pulling fuel trim values back into the factory calibration window - without touching the solenoid, the IMA code, or the ECU.

 

Inside a Bosch solenoid‑type CR injector, the ECU commands an energising time that assumes a hydraulically tight control chamber. When the body O‑rings deteriorate, a portion of the fuel that should pressurise the nozzle is bled into the return line during the injection event. The actual injected quantity falls below the target, creating a torque deficit on that cylinder. The ECU's closed‑loop fuel control detects the imbalance and gradually applies a positive long‑term fuel trim to stretch the injection pulse. Over weeks of operation, this trim can climb above +10 %, pulling the entire cylinder bank away from its stoichiometric sweet spot. The result: excess unburnt fuel, rising soot production, mild oil dilution, and a pervasive roughness that no amount of injector cleaning can cure. The **F00041N031 repair kit** seals the control‑chamber boundaries, eliminating the bleed path and restoring the one‑to‑one relationship between commanded pulse width and delivered fuel mass.

 

The F00041N031 repair kit is dimensionally validated for three Bosch common‑rail injector part numbers sharing the M22 × 0.75 nozzle‑nut thread and identical leak‑off passage geometry:

0414700004
0414700008
0414700009

These injectors are widely installed on Mercedes‑Benz OM611 (2.2 CDI), OM612 (2.7 CDI), and OM613 (3.2 CDI) engines - found in Sprinter, C‑Class, E‑Class, and G‑Class models from the late 1990s through the mid‑2000s - as well as on certain Iveco Daily 2.8 JTD and Deutz industrial power units. A single F00041N031 Injector Repair Kit services all three variants. Confirm the laser‑etched number on the solenoid cap to ensure fitment.

 

An **0414700009** injector removed from a 2004 Mercedes‑Benz E270 CDI (OM647 engine, similar platform) with 285,000 km was tested on a Bosch EPS 815 bench. Before the rebuild, the unit returned 198 ml/min at 1,600 bar, and the cylinder's long‑term fuel trim had drifted to +12.4 %. Idle‑speed roughness measured 35 rpm on the scan tool, and the driver reported a 9 % increase in fuel consumption over the previous 10,000 km. After resealing with the **F00041N031** kit and fitting a 1.06 mm shim to restore NOP to 270 ± 4 bar, return flow fell to 8 ml/min. The LTFT dropped to +0.8 % within one warm‑up cycle, idle roughness settled to under 10 rpm, and fuel consumption returned to its nominal 6.2 L/100 km (combined). The original IMA code was left untouched - no ECU reprogramming, no injector coding, no adaptation reset was necessary. The engine re‑learned its base fuel map automatically.

 

Q1: The engine runs smoothly enough and has no fault codes, but fuel consumption is climbing. How do I suspect an injector seal leak?
Check live data for long‑term fuel trim per cylinder. If one cylinder shows a persistent positive trim above 8 % while others are near zero, and a graduated‑cylinder return‑flow test reveals that injector returning over 25 ml/min at warm idle, the seals are bleeding fuel. The F00041N031 kit will correct the underlying hydraulic leak.

Q2: Can I use one F00041N031 kit for a 0414700004 and a 0414700008 injector in the same engine?
Yes. All three injector part numbers - 0414700004, 0414700008, 0414700009 - share the same seal‑cavity dimensions. One kit type fits them all. Always read the laser‑etched number to confirm identity.

Q3: After resealing, do I need to reset the fuel trim adaptation with a diagnostic tool?
It is not mandatory - the ECU will gradually bring the trim back to zero during the next few drive cycles. However, performing an adaptation reset can speed up the process and provide immediate confirmation of the repair.

Q4: Does the repair kit include the copper washer that seals the injector to the cylinder head?
No. That external gasket is a separate service part and must be replaced every time the injector is pulled. The kit includes all internal seals and the return‑line connector O‑ring.

Q5: What if the injector nozzle has visible carbon build‑up - will the seal kit still help?
The seal kit will restore hydraulic tightness, but it cannot clean a fouled nozzle. If the spray pattern is compromised, the nozzle must be ultrasonically cleaned or replaced separately. The kit addresses the root cause of fuel‑trim drift, not the symptoms of coking.

Q6: On which vehicles are the 0414700004/0008/0009 injectors most commonly encountered?
They appear predominantly on Mercedes‑Benz OM611, OM612, and OM613 diesel engines (Sprinter 2.2/2.7, C/E/G‑Class CDI, late 1990s–2005), plus some Iveco Daily 2.8 JTD and industrial Deutz units. Always verify the part number on the solenoid cap before ordering.

 

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