Coolant circulation through the engine block depends entirely on the water pump, a belt or chain-driven impeller that keeps liquid moving at the correct rate regardless of engine load or ambient temperature. When the impeller corrodes, cracks, or loses its seal against the housing, the first sign is often a temperature gauge climbing on a motorway run or a faint sweet smell from under the bonnet that precedes a warning light by several miles. Bearing failure is equally common — a low whine or rumble from the timing cover area that worsens at idle but eases as revs rise is a reliable indicator that the pump shaft is running out of tolerance. Because most modern water pumps sit deep within the belt or chain drive system, the labour to replace them is substantial; this is why most workshops change the pump at the same time as the cam belt, even if it has not yet failed. Matching the OE number matters because impeller geometry, flow rate, and mounting flange dimensions are chassis-specific. DOLZ and HEPU are among the high-volume original-equipment suppliers for European applications, and AISIN covers the majority of Japanese-market vehicles with factory-matched references.
OE numbers 1 to 100 of 16,844
100 of 3,000
Every pump listed on this page is cross-referenced against TecDoc chassis data for specific make, model, and engine code combinations. Use the vehicle selector with your registration or VIN to narrow the list, then compare the OE reference shown against the number cast or stamped on your existing pump housing. For belt-driven pumps, verify the number during cam belt inspection before ordering, since the timing cover needs to come off regardless.
Yes — in most interference engines the water pump is driven by the same belt and sits in the same timing cover. Workshop labour to access the pump accounts for the majority of the job cost, so replacing both components at the same service interval is almost always more economical than two separate visits. Pump bearing life is typically rated in similar terms to belt replacement intervals, and a failed pump can destroy a new belt within minutes if the shaft seizes.
OEM pumps are built to the vehicle manufacturer's exact drawings — usually by suppliers such as DOLZ, AISIN, or HEPU — and carry the factory OE reference number. Quality aftermarket units from established names replicate the same impeller geometry, flow characteristics, and seal dimensions. Budget alternatives frequently cut costs on impeller material and shaft bearing quality, leading to premature corrosion of the impeller blades and bearing noise well before the next scheduled interval.
A rising temperature gauge under sustained load is the most common symptom, especially on motorway driving where the cooling system works hardest. Listen for a low-pitched rumbling or whining from the front of the engine near the timing cover — this usually means the shaft bearing is failing. Weeping coolant from the pump body weep hole, a sweet antifreeze smell with no visible external leak, or visible corrosion around the pulley flange are all indicators that inspection or replacement is overdue.
