Siemens VDO / Continental piezo common-rail injector for the Ford 2.2 TDCi Duratorq 'Puma' (P22DTE) diesel, also used on Land Rover Defender 2.2 and PSA 2.2 HDi. Ford OE BK2Q-9K546-AG; Continental A2C59517051; Siemens 5WS40745; Land Rover LR032067. NOT the same as the later 2.0 EcoBlue injector - match by old part number + engine code, not vehicle badge. Key symptoms: Hard starting / extended cranking; Rough running, knocking or rattling; Limp mode / loss of power; Low fuel rail pressure / pressure-regulation codes. Common failure modes: Excessive spill / back-leakage; Piezo stack degradation / control fault; Nozzle coking / poor atomisation.
Common Symptoms
Hard starting / extended crankinghigh
A leaking piezo injector with high spill return drops rail pressure during cranking so the engine struggles to fire.
Rough running, knocking or rattlinghigh
An out-of-balance injector under/over-fuels its cylinder, producing a knock or diesel rattle.
Limp mode / loss of powerhigh
Rail-pressure or injector-control faults trigger an ECU derate to protect the fuel system.
Excessive injector spill (back-leakage) prevents the system holding target rail pressure.
Black or white smokemedium
Poor atomisation from a worn or coked nozzle.
Increased fuel consumption / misfire on one cylindermedium
A single failing injector raises consumption and produces a cylinder-specific stumble.
Workshop & Fitting Notes
WarningMatch the OLD injector part number AND the engine code before ordering - the 2.2 Puma uses Siemens here, while other Ford diesels (and the later 2.0 EcoBlue) use different injectors. Do not order by vehicle badge alone.
InstallationAfter fitting, programme the injector correction/coding values with Ford IDS or Land Rover diagnostics, or the engine will run rough and may misfire.
MisdiagnosisBefore condemning injectors, run a leak-off (spill return) test and check the fuel rail pressure sensor - low rail pressure faults are often blamed on injectors.
InstallationAlways renew the copper sealing washer, clean the bore, and torque the clamp to spec to prevent combustion blow-by.
TipReplace the fuel filter and check for fuel contamination before fitting replacement injectors to protect the new units.
TestingThese are Continental/Siemens VDO piezo injectors - test on a Siemens/VDO-capable common-rail bench, not a Bosch-only bench.
Frequently Asked Questions
What is injector BK2Q-9K546-AG?+
A Siemens VDO / Continental piezo common-rail diesel injector for the Ford 2.2 TDCi Duratorq 'Puma' (P22DTE) engine. Continental number A2C59517051, Siemens 5WS40745, Land Rover LR032067.
Which vehicles use BK2Q-9K546-AG?+
Ford Transit and Transit Custom 2.2 TDCi (2011-2016) and Land Rover Defender 2.2 Puma, plus PSA 2.2 HDi vans (verify by VIN).
Is this a Bosch or Siemens injector?+
It is a Siemens VDO / Continental piezo injector. Some other Ford 2.2 diesels use Bosch, so match by the old part number and engine code.
Is it a piezo or solenoid injector?+
It is a piezoelectric injector and needs a Siemens/VDO/Continental-capable test bench.
What is the Continental number for BK2Q-9K546-AG?+
A2C59517051 (Siemens 5WS40745); Land Rover lists it as LR032067.
Does BK2Q-9K546-AG fit the 2.0 EcoBlue?+
No. This is the 2.2 TDCi Puma injector. The later 2.0 EcoBlue uses a different injector - confirm by engine code, not vehicle badge.
Do I need to code the injector after fitting?+
Yes. Programme the injector correction/coding values with Ford IDS or Land Rover diagnostics after replacement, or the engine will run rough.
What are the symptoms of a failing BK2Q-9K546-AG?+
Hard starting, rough running/knock, limp mode, low rail-pressure codes, smoke and higher fuel consumption.
Why does my 2.2 TDCi go into limp mode?+
Excessive injector spill (back-leakage) lowers rail pressure and triggers a protective derate. A leak-off test confirms a leaking injector.
Can I test BK2Q-9K546-AG on a Bosch bench?+
No - it is a Siemens VDO piezo injector and requires a Siemens/VDO/Continental-capable bench.
Should I replace one or all injectors?+
Diagnose each with a leak-off test and live correction values; on high-mileage Transit/Defender engines failures often cluster, so check all.
Why check the fuel filter before fitting?+
Fuel contamination is a common cause of failure; replacing the filter and clearing contamination protects the new injectors.
Why renew the copper washer?+
It is a one-use crush seal; reusing it risks combustion blow-by and carbon build-up around the injector base.
Does a remanufactured BK2Q-9K546-AG perform like new?+
A properly remanufactured piezo injector is bench-tested and recalibrated to the Siemens plan to meet original delivery and spill specs.
BK2Q-9K546-AG is the Continental / Siemens VDO injector fitted across the Ford 2.0-litre TDCi run that pre-dated the EcoBlue platform — covering Transit Custom / Tourneo Custom / Ranger T6 / Ranger PX-II 2.0 TDCi and selected Land Rover Defender 2.2 TDCi 4HG/4HH/4HJ Puma fitments. It is the dominant injector on the UK fleet of pre-2018 Transit Custom diesels and the procedure below covers diagnosis, coding and bench calibration for every BK2Q unit despatched.
How a Failing BK2Q Injector Presents
On the Ford 2.0 TDCi 4HG / 4HH / 4HJ, a failing BK2Q injector typically presents in three ways. The first is a notable loss of low-end torque — the engine still revs cleanly to 4,000 rpm but pulls noticeably less from 1,500 to 2,500 rpm under load. The second is a steady-state black smoke under hard acceleration in third or fourth gear — atomisation has degraded enough on one cylinder to dump unburnt fuel through the DPF. The third is repeat DPF differential-pressure faults that get cleared at the dealer and return within two thousand miles.
On Defender Puma 2.2 TDCi specifically, the BK2Q failure is often misdiagnosed as a turbo issue because the loss of low-end torque mimics a leaking turbo seal. Run the leak-off test first — a single injector returning visibly more than its three siblings is the unit to replace, and the turbo is fine.
Vehicles and Engine Codes Using the BK2Q
Engine code coverage spans Ford 4HG, 4HH, 4HJ, 4HL, 4HV, P5BT and YN2S (Ford internal designations for the 2.0-litre TDCi pre-EcoBlue family). UK fitment includes Ford Transit Custom / Tourneo Custom 2.0 TDCi 105 / 130 / 155 / 170; Ford Ranger T6 2.2 TDCi (note: 2.2-litre version uses the same body across the BK2Q-9K546-Ax supersession); Ford Ranger PX-II 2.2 TDCi (export); and Land Rover Defender 90 / 110 / 130 Puma 2.2 TDCi 2012-2016.
BK2Q-9K546-AG supersedes the earlier BK2Q-9K546-AB, AC, AD, AE and AF production codes for the same Ford 2.0 / 2.2 TDCi platform. The body and connector pinout are common across the supersession; what changed across the AB→AG production run was the calibration map at the high-load end of the table to keep cylinder-pressure peaks inside the Euro-5 / Euro-6 envelope. Vehicles built before 2014 will accept any AG-suffix unit as a direct fitment replacement.
IMA Coding the BK2Q
Ford IDS / FDRS is the only fully-supported toolchain for BK2Q-9K546-AG cylinder-by-cylinder coding on the 4HG / 4HH / 4HJ engine — JLR SDD / Pathfinder handles the Defender Puma 2.2 TDCi side. Aftermarket scanner coverage for this exact ECU calibration is patchy: Autel MaxiSys with the Ford expansion pack works for most 4HG fitments but fails consistently on certain post-facelift Transit Custom Tourneo builds. We recommend pre-booking the coding step with a Ford-aware fitter before the unit ships, particularly for vehicles built after 2014.
Cylinder index on the Transit Custom is straightforward (sequential 1-2-3-4 from the timing-chain end) but on the Defender Puma the layout is reversed — cylinder 1 is at the gearbox end. Get the index wrong on the Defender and the ECU will throw a perfectly-valid P133x cylinder-imbalance code on the wrong cylinder, leading the fitter to chase the wrong injector.
How BK2Q Injectors Are Remanufactured
Ford 4HG / 4HH / 4HJ cores arrive with a very specific wear profile because the Transit Custom and Defender Puma applications use a lower-revving driveline than passenger-car DW10 fitments — the cylinder-pressure peaks are lower but the duty cycle is significantly longer. The bench-process for BK2Q therefore runs a long-duration delivery test (45 minutes at mid-range load) rather than the short-cycle delivery test used on DW10 / 6DRH passenger-car families. The long-duration test catches the gradual flow drift typical of fleet-mileage Transit cores — units that pass a short cycle but fail at the 30-minute mark are rejected.
Output is stamped onto the existing BK2Q-9K546-AG body and the bench print-out is held under the order number for two calendar years. Trade-account fleet customers receive matched-bank pricing on four-injector orders for the same Transit Custom or Tourneo Custom chassis.
Will BK2Q-9K546-AG fit my Transit Custom / Ranger / Defender Puma?
Yes — provided your van is fitted with the Ford 2.0 / 2.2 TDCi pre-EcoBlue engine. Confirm the engine code reads 4HG, 4HH, 4HJ, 4HL or 4HV. The Transit Custom 2.0 EcoBlue (YMFS) is a different family and uses the 2802002051380 injector primary instead.
Do I need to recode after fitting?
Yes. Each BK2Q carries a sixteen-character IMA string that must be written into the ECU per cylinder using Ford IDS / FDRS or JLR SDD / Pathfinder. Skipping coding triggers an immediate cylinder-balance fault.
Is this the same as the Transit Custom 2.0 EcoBlue?
No. The 2.0 EcoBlue (YMFS / YMF6 / YMFA) is a newer-generation Ford engine using a different injector family — see 2802002051380 for that. The BK2Q-9K546-AG covers the pre-2018 Ford 2.0 / 2.2 TDCi run only.
No injector coding is required for the Siemens VDO / Continental unit on most applications — follow the manufacturer fitting procedure.
Replacement Advice
Always renew the copper washers / seals and bleed the fuel system before first start. Replace only the injectors your diagnosis confirms and torque fasteners to the manufacturer's published values.
Professional Installation
We recommend installation by a suitably equipped diesel specialist using calibrated test equipment to verify the fuel system after fitting.
If your vehicle shows these symptoms, replacing the diesel injector may restore engine performance. A leak-off test can confirm the diagnosis.
Testing & Warranty
All remanufactured injectors are tested using OEM-grade diagnostic equipment to ensure fuel pressure and spray pattern meet manufacturer specifications.
OEM Test Bench Calibration
Flow-tested on Bosch EPS 200 series bench to verify fuel delivery rates at all operating pressures.
Leak-Off Testing
Each injector is tested for return flow to ensure no excess fuel is wasted back to the tank.
Solenoid Calibration
Electrical response time verified to ensure precise injection timing and quantity.
12-Month Warranty
Full replacement or refund covering manufacturing defects under normal use. No quibble.
IMA code includedProfessional injector coding may be required after installationUK-based support teamNo core exchange required
BK2Q9K546AG Price Statistics
Average Price
£120.00
inc. VAT
Price Range
£120–£120
inc. VAT
Stock
1/1
In Stock
Prices based on 1 listing for the BK2Q9K546AG injector. All prices include VAT.
Compatible Vehicles for BK2Q9K546AG
BK2Q9K546AG is OE-fit on the vehicles below. Always confirm the engine code on your V5C and the OE marking on the failed unit before ordering — sister part numbers in this family can look identical but carry a different calibration map.
