About this part
The 06H127025Q high pressure fuel pump is the genuine OEM cam-driven high pressure pump for the Volkswagen Group EA888 1.8 and 2.0 TSI / TFSI engines, manufactured by Bosch as catalogue number 0261520472. It bolts to the cylinder head above the exhaust camshaft, where a three-lobe cam on the camshaft drives the single-piston pump through a roller lever, pressurising fuel from the low-pressure circuit up to as much as 150 bar for the injectors. It is a brand new, genuine quality part, supplied as one ready-to-fit unit with the volume control valve and the plunger return spring, for workshops and owners chasing a low fuel pressure fault, a long crank before start, or the limp mode that follows a tired pump.
high pressure fuel pump — genuine Bosch 0261520472 (HDP5) cam-driven high pressure fuel pump for EA888 1.8 / 2.0 TSI and TFSI engines; direct replacement for 06H127025E, G, K, M, N, P, Q and R, and the 06H127026 series behind them.
OE/OEM Part Number:
06H127025E, 06H127025G, 06H127025K, 06H127025M, 06H127025N, 06H127025P, 06H127025Q, 06H127025R, 06H127026
Bosch: 0261520472
What the pump does, and why it fails
The heart of the direct injection system. The EA888 sprays fuel straight into the combustion chamber at up to 150 bar, and this pump is what makes that pressure. Driven by a dedicated three-lobe lobe on the exhaust camshaft, the single piston strokes three times per cam revolution. The electrical volume control valve on the pump body meters how much fuel is compressed on each stroke, so the ECU can hold rail pressure at the demanded value from idle to full load. When delivery falls behind demand, the ECU reacts fast — first with pressure adaptation, then with a fault code and limp mode.
Failure mode one: plunger and barrel wear. The plunger runs in its barrel at several times per second, lubricated only by the fuel itself. Petrol with no lubricity additive, frequent short trips and ethanol-blended fuel all accelerate the wear. The first symptom is slow to build pressure: extended cranking before the engine catches, a rough idle in the first seconds after start, and P0087 (fuel rail / system pressure too low) under load. As the clearance grows, the leak-off increases and hot restarts become the worst case — the pump needs several seconds of cranking to reach start pressure.
Failure mode two: volume control valve faults. The metering valve on the pump body sticks or shorts, and the pump either delivers everything it can — rail pressure spikes, P0088 and rough running — or delivers nothing, and the engine will not start at all. Intermittent stalling and random misfires with a fuel pressure correlation fault are the classic signature of a valve that is on its way out. Because the valve is built into the pump housing, the cure is the complete unit.
Failure mode three: cam follower and drive wear. The roller lever between the cam lobe and the plunger is a wear part of the same system. When the roller picks up, metal debris travels through the pump and the rail into the injectors, and the cam lobe itself is damaged — a worn lobe then destroys a new pump in short order. Any pump replacement on a high-mileage engine should include an inspection of the cam lobe through the pump opening before the new unit goes in.
Symptoms, diagnosis and installation
• Typical symptoms — extended cranking before a hot or cold start, rough idle in the first seconds, hesitation or a flat spot under load, P0087 / P0088 fuel pressure faults, limp mode with the EPC light, random misfires with fuel pressure correlation codes, and in the worst case a no-start with zero rail pressure.
• Confirm it before ordering — read the fault codes first: pressure-too-low under load points at the pump, while pressure faults at idle only often point at the low-pressure sender or the in-tank pump. Watch actual versus demanded rail pressure on a scan tool through a full throttle pull: actual falling behind demanded as rpm rises is the pump. Check the low-pressure side too — a clogged filter or a weak lift pump starves the high pressure pump and mimics a worn unit. Compare fuel trim and the leak-off quantity if the workshop data supports it.
• Installation notes — relieve the fuel pressure and disconnect the battery before opening the system. Remove the high-pressure pipe, the supply line and the connector, then unbolt the pump from the cylinder head. Fit new seals and a new high-pressure pipe seal where specified — reusing the pipe seals is the most common cause of a pressure leak after the job. Do not turn the engine with the pump out unless the cam opening is covered: debris into the opened cylinder head is an expensive mistake. Refit in reverse, torque the mounting bolts and the pipe union to the published figures, prime the system by cycling the ignition, then bleed and verify rail pressure against demand on a scan tool before releasing the car. Clear the stored faults and the pressure adaptations.
• Fitment caution — the EA888 was built in three generations and the pump drive and pressure control changed with them. This 06H127025Q is the Bosch 0261520472 unit for the Gen 1 and Gen 2 1.8 and 2.0 TSI / TFSI engines with the roller-lever drive. It is not the Gen 3 pump, and the high pressure pipe arrangement differs between model years. Confirm the engine code and the old pump number, or send us a photo of the original before ordering.
Fitment
The 06H127025Q pump is fitted across the EA888 Gen 1 and Gen 2 chain-driven 1.8 and 2.0 TSI / TFSI family, and it supersedes the earlier numbers in the 06H127025 series, so the engine code — not the model name — is the reliable check. VW reused the same model names across three generations with different pumps and different high-pressure pipe layouts, so confirm yours on the vehicle data sticker, the cam cover label or a VIN decode before ordering. The table below lists the usual applications.
| Make | Model | Years | Engine |
|---|---|---|---|
| VW | Golf VI / GTI, Jetta VI / GLI, Beetle, Eos | 2008 – 2016 | 1.8 / 2.0 TSI — CCTA, CBFA, CCZA, CCZB, CDAA, CDAB |
| VW | Passat B6 / B7, CC, Tiguan I, Scirocco | 2008 – 2017 | 1.8 / 2.0 TSI — CCZA, CCZB, CDAA, CDAB, CAWB |
| Audi | A3 8P / 8V, TT 8J / TTS, Q3 8U | 2008 – 2018 | 1.8 / 2.0 TFSI — CDAA, CDHA, CAEA, CAEB, CDNB |
| Audi | A4 B8, A5 8T | 2008 – 2012 | 1.8 / 2.0 TFSI — CDHA, CDHB, CAEA, CAEB, CDNB |
| Skoda | Octavia II / RS, Superb II, Yeti, Rapid | 2009 – 2017 | 1.8 / 2.0 TSI — CDAA, CDAB, CCZA |
| SEAT | Leon II Cupra, Altea, Toledo, Exeo | 2009 – 2016 | 1.8 / 2.0 TSI — CDAA, CDAB, CCZA, CCZB |
Shipping and packing
Orders leave within one to two working days of cleared payment, packed in a foam-lined box with the plunger protected so the drive end, the pipe unions and the volume control valve arrive undamaged. Tracking is emailed when the parcel is handed to the carrier. Customs charges, where they apply, are the buyer’s responsibility.
Condition & warranty
Brand new genuine Bosch 0261520472, twelve months warranty against manufacturing defects covering the pump as supplied. The warranty does not cover damage from fuel contamination or wrong-spec fuel, from a worn exhaust cam lobe or roller lever that was not inspected before fitting, from a blocked fuel filter starving the pump, or from incorrect installation torque. If a part arrives faulty, send us photos and the fault scan before returning anything.
Wholesale
Tiered pricing for 1 pc, 5 pcs and 20 pcs is shown below. Workshops and resellers servicing EA888 engines should ask for a combined quote — we price mixed orders of high pressure pumps, injectors, seals and low-pressure senders together.
