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HYUNDAI/KIA 944602B000 FUEL LEVEL SENSOR

HYUNDAI/KIA 944602B000 FUEL LEVEL SENSOR

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
60 sold
Wholesale price USD $2.65
Wholesale price CNY ¥18
bolt MOQ (Minimal order)
30 pcs
local_shipping Production time
24 days
package_2 Shipping Weight: 0.04 kg
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HYUNDAI/KIA 944602B000
Overview & Operating Principle
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The FUEL LEVEL SENSOR is a float-type resistive position sensor installed inside the fuel tank — typically integrated with or mounted adjacent to the in-tank fuel pump module — that continuously measures the fuel level by tracking the vertical position of a buoyant float on the fuel surface, converting this position into a variable resistance signal that the instrument cluster fuel gauge and the ECU fuel consumption calculator use to indicate fuel quantity to the driver and to trigger the low fuel warning at the calibrated threshold. The sensor mechanism consists of a hollow sealed plastic or foam float attached to a pivot arm; as the fuel level rises or falls, the arm rotates a wiper contact across a resistive track — typically 20–300 ohms from empty to full — changing the resistance in the sensor circuit proportionally to fuel level. The instrument cluster gauge circuit applies a reference voltage across this resistance and measures the resulting current or voltage to position the gauge needle. On vehicles with saddle-shaped split fuel tanks, two separate level sensors are installed — one in each tank half — with the ECU averaging or selecting the lower reading to prevent the gauge from showing an erroneously high level when fuel has settled asymmetrically to one side during cornering or on a slope.

This unit — HYUNDAI/KIA 944602B000 — is manufactured to OEM-equivalent specifications: float buoyancy and pivot arm length for the correct empty and full resistance values in this specific tank geometry, resistive track total resistance range and linearity, pivot arm mounting flange geometry for fuel pump module or tank flange integration, wiring connector pinout, and fuel compatibility for the target application (petrol, diesel, or flex-fuel E85) are matched to the original part. Supplied as a direct replacement for standard fitment. Available wholesale from 2.65 USD, MOQ 30 pcs, production lead time 24 days.

Fuel level sensors fail through resistive track wear producing dead spots in the gauge reading — the gauge needle jumps or sticks at specific positions corresponding to the worn track zones while reading correctly at other levels; through float flooding — the sealed float develops a micro-crack, absorbs fuel, loses buoyancy, and sinks permanently, reading empty regardless of actual fuel level; through pivot arm corrosion or fatigue fracture in ethanol-blended fuel environments; and through wiper contact corrosion from water contamination of the fuel supply. A level sensor fault can strand a driver who fills the tank based on a stuck gauge showing empty, or cause unexpected fuel exhaustion on a stuck gauge showing full.

Symptoms & Diagnostics
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Fuel gauge needle that jumps erratically between positions during driving or rests at an incorrect position that does not correspond to the known fuel quantity — the resistive track has worn dead spots that produce resistance spikes as the wiper passes through; confirm by reading sensor resistance directly at the connector while slowly simulating float movement — a serviceable sensor shows smooth continuous resistance change; a worn track shows sudden jumps or open-circuit readings at specific positions.
Fuel gauge permanently reading empty despite the tank being confirmed full by adding fuel and observing no change — the float has flooded with fuel and sunk to the tank bottom, or the pivot arm has fractured; resistance is fixed at the maximum (empty) value; confirm by reading sensor resistance at the pump module connector with the tank confirmed full — a value fixed at the empty maximum confirms float or arm failure.
Fuel gauge permanently reading full regardless of known fuel consumption — the wiper contact has corroded open-circuit or the resistive track connection has broken, causing the circuit to default to minimum resistance which the gauge interprets as full; confirm by reading sensor resistance — an open-circuit or minimum-value reading independent of actual fuel level confirms the fault.
Low fuel warning light that activates and deactivates randomly without corresponding to actual fuel level changes — a worn resistive track section at the low-fuel threshold zone is producing intermittent resistance spikes that cross the warning threshold; the gauge reading may appear stable while the warning light cycles because the gauge damping circuit filters the fast spikes while the warning comparator responds to each transient.
Fuel gauge reading systematically offset — always reads one quarter higher or lower than actual level — the float arm has been bent during a previous tank removal, changing its geometry from the calibrated position; a bent arm produces a consistent offset across all fuel levels rather than the jumping or dead-spot pattern of track wear; compare the empty and full resistance values against the OEM specification to confirm.
Fault code for fuel level sensor circuit range or performance stored in the ECU or instrument cluster — the sensor signal is outside the ECU's expected voltage window; read the fault code to determine whether the signal is stuck high, stuck low, or erratic before removing the pump module — some fault codes indicate wiring faults that do not require sensor replacement.
Logistics & Customs
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International HS Code
9026.10
EAEU Customs Code (TN VED)
9026 10 290 0
Typical Net Weight
0.04 kg
Country of Manufacture
China
Standard MOQ
30 pcs
Production Lead Time
24 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Depressurise the fuel system and drain the tank to below the pump module flange level before removing the pump module — the pump module sits at the top of the fuel tank; on vehicles where draining is not practical, be prepared for fuel to flow back into the tank cavity from the module housing when the locking ring is broken — have absorbent cloths and a fuel-safe container ready and work in a well-ventilated area away from all ignition sources.
  2. Photograph the pump module orientation mark relative to the tank flange before removal — the arrow or index mark on the module flange must align with the corresponding tank mark on reinstallation; incorrect orientation positions the float arm travel arc at the wrong plane relative to the tank's internal depth profile, producing gauge readings that are correct at one fuel level but severely offset at all others.
  3. On sensors integrated into the pump module, compare the new float arm geometry against the old unit before installation — some replacement sensors require the arm to be bent to a specific angle before fitting; a straight arm installed in a tank designed for an angled arm places the float at the wrong height relative to the fuel surface at full and empty, producing permanent gauge offset errors that cannot be corrected by adjustment.
  4. Replace the pump module flange O-ring or gasket simultaneously with the sensor — the O-ring seals the tank opening and must be renewed every time the module is removed; a reused O-ring that has compressed to a permanent set around the tank flange will not seal reliably under fuel pressure cycling, producing a fuel leak at the tank top that is a fire risk regardless of how carefully the locking ring is torqued.
  5. Torque the pump module locking ring to OEM specification using the correct dedicated spanner tool — the locking ring has notched or serrated drive points that require a specific fuel tank locking ring spanner; using a hammer and drift to tighten the ring damages the ring notches and risks cracking the tank flange boss; correct torque is typically 60–100 Nm and must be confirmed with a torque wrench engaged through the spanner tool.
  6. Install the new FUEL LEVEL SENSOR (HYUNDAI/KIA 944602B000), refuel the vehicle to a known quantity, switch on the ignition and allow the gauge to stabilise for 30 seconds, confirm the gauge reading corresponds to the known quantity, drive over a speed bump and through a corner to verify the float moves freely and the gauge reading is stable; clear any stored fuel level fault codes with a scan tool before returning the vehicle to service.
Tools: fuel tank locking ring spanner (application-specific), torque wrench, absorbent cloths and fuel-safe container, multimeter for sensor resistance verification, OBD-II scanner for fault code clearance, new pump module O-ring or gasket.
Frequently Asked Questions
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Should the complete fuel pump module be replaced when only the level sensor has failed?
On applications where the level sensor is a separately detachable component from the pump module, replacing only the sensor is the correct targeted repair. On applications where the sensor is integrally moulded into the pump module housing and cannot be separated, the complete module must be replaced. Always confirm whether the sensor is separately serviceable before ordering. On high-mileage vehicles where the sensor has failed, inspect the pump's output pressure and current draw simultaneously — if the pump is also approaching end of life, replacing both during the same tank access is more cost-effective than two separate tank removal operations. ok.parts supplies fuel level sensors individually and as part of complete pump module assemblies at wholesale MOQ from 2.65 USD per unit.
Why does the fuel gauge read lower after cornering or when parked on a slope, and is this a sensor fault?
A gauge that reads lower after cornering is normal behaviour on vehicles with a single sensor positioned at one end of the tank — fuel shifts away from the sensor and the float drops temporarily. The reading should recover to its previous level within 30–60 seconds of returning to a level road surface. If the gauge reading does not recover, the float pivot is binding and cannot return as fuel redistributes — this is a sensor fault. A gauge that systematically reads low after every cornering manoeuvre and does not recover indicates a pivot arm binding fault requiring sensor replacement.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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PartReason for Combined Replacement
Fuel Pump Module
In-tank electric pump assembly, OEM ref. varies		The fuel pump and level sensor share the same pump module assembly and the same tank access operation. On high-mileage vehicles where the level sensor has failed, inspect the pump's output pressure and current draw simultaneously — a pump producing below-specification pressure or drawing above-rated current is approaching end of life and should be replaced alongside the sensor to avoid a repeat tank access for a pump failure within a short interval.
Pump Module Flange Seal
O-ring or gasket, tank-specific		The pump module flange seal is a single-use component that must be replaced every time the module is removed from the tank. A seal that has taken a compression set around the tank flange aperture will not provide a reliable fuel-tight seal on reinstallation. A fuel leak at the tank top is a fire hazard. Always include the flange seal in the replacement parts order before beginning tank access work.
Fuel Strainer / Pre-Filter
Mesh sock filter on pump inlet		The mesh strainer on the fuel pump inlet captures tank sediment and water contamination. A strainer that has accumulated sediment over high mileage restricts pump suction and contributes to pump cavitation. Replacing the strainer simultaneously with the level sensor during the same tank access eliminates a contributing cause of pump wear and completes the full fuel delivery system service in a single operation.