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  #1  
Old 05-09-2021, 03:32 PM
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Location: Albuquerque, New Mexico, USA
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Adjusting Shaft, Reproduction - Replaces Bosch 1 423 004 000 1423004000

For sale is a newly made reproduction "Adjusting Shaft", or "Poppet Cam Shaft", for Bosch PES4M diesel fuel injection pumps with pneumatic governor. This is not an original Bosch part. The Bosch number for the original part is 1 423 004 000, or 1423004000. The replacement part I am offering here is a faithful copy, manufactured in the USA, tested and found to be good in my own car.



See this thread for more information:
Parts for Pneumatic Governor, OM615 and OM616

Known applications include Mercedes-Benz OM621, OM615, and early OM616 four (4) cylinder diesel engines. There may be other applications I am unaware of.

If your car's shaft is worn and creating a vacuum leak in the governor system, causing an over-fueling condition, it's likely that you also require new bushings and o-rings to correct fuel delivery problems. I'm currently working to source these parts and will update this thread as I figure it out.

Price for the reproduction shaft is $50, plus shipping. This is a discounted price compared to what I'm asking on the 'Bay, since I don't have to pay their fees when dealing with you folks here on the PP forums.

If you want one of these reproduction shafts please PM me. We'll figure out the best way to ship it to you, and how to pay me.

Thanks!

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1973 220D, The Prodigal Benz
1974 240D
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  #2  
Old 05-09-2021, 11:16 PM
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Location: Orange County, California
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What is/are the primary BENEFITS to the customer to buy this product, and what are the costs/time/processes involved to have this part installed in a pump? I.e. does the pump need to be re-calibrated to install the part or can it be done with the pump still in the vehicle in an hour?

Do you have some before/after videos showing how much smoother the engine will run with your product? Or any dyno numbers showing HP/torque gains? Any big MPG gains?

I run a repair shop and this info would be necessary for me to sell this to someone who comes in with a 240D/220D/etc. These owners tend to be a thrifty group of folks, so if it's something that can be cheaply/quickly installed, then they may go for it.
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  #3  
Old 05-10-2021, 10:48 AM
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Hi upod,

Thanks for the questions. Assuming you understand how the pneumatically governed injection pumps work, you know the importance of having a sealed governor system that will hold vacuum. A vacuum leak in this system leads to over-fueling. If you find that one of these governors will not hold a vacuum the culprit will likely come down to a leaking diaphragm and/or a worn adjusting shaft and the bushings it rides in. In my case it was the worn shaft (see the link above, in post #1). Furthermore, though I cannot say with 100% certainty because I messed around with other factors, I am fairly confident that I almost destroyed the engine in the '74 240D because of the leaky governor. See this:

Pre-Chamber Ball Came Loose

When I bought the '74 240D it was running OK, but never quite as good as the '73 that had a completely rebuilt OM616.916 engine I bought from Metric Motors and installed back in 2005 or so. Compared to the '73, the '74 just wasn't as smooth, and it nailed and emitted grey smoke that smelled like fuel, especially when cold before reaching operating temperature. Even at full operating temps the '74's engine still had some "rough edges" and tended to emit grey smoke. Power output at mid-throttle cruising was a little "bouncy", inconsistent. Checking and adjusting IP timing, and installing rebuilt injectors, didn't resolve the issues. But the car ran "OK", so I never dug into it, just accepted it, until the engine almost died.

I don't have any videos for you. Dyno numbers? Nope. This isn't really an optional, "maybe I need this", "maybe this will get me better fuel economy" kind of repair. You either find a vacuum leak at the adjusting shaft or you don't. Primary benefit to the owner of the vehicle is, essentially, a properly functioning injection pump that delivers the right amount of fuel. Benefits to the shop mechanic include the ability to make a good repair without having to resort to other workaround type solutions.

Testing the governor is easy. If the diaphragm leaks you will feel vacuum or pressure at the IP's oil filler neck. In my car I could hear the vacuum leak, and feel air coming out from around the inner end of the shaft with a little pressure applied to the housing. I used soapy water to verify the location of the leak. I could feel the shaft's side shake, as well. The shaft had so much play that fresh o-rings did not fix the leak. One way to isolate a leaky shaft and rule out a leaky diaphragm is to apply a bunch of grease to the o-rings and see if that temporarily stops the vacuum leak and improves engine performance.

Installing the new shaft is easy and fast assuming you have all the parts on hand before you tackle the job, probably an hour or less. The injection pump stays in place on the engine, no need for re-calibration of the pump itself, though checking injection timing might be a good idea as a matter of course. The only part you remove from the engine is the rear-most housing on the back of the pump - disconnect the control rod and remove two screws.

If I've failed to answer your questions adequately please let me know! And thanks again for asking.
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1973 220D, The Prodigal Benz
1974 240D

Last edited by gmog220d; 05-10-2021 at 01:25 PM.
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  #4  
Old 05-10-2021, 11:28 AM
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Do you know What years of 240D does this apply to? Does it apply to w123 chassis up to 1983? Or only early 240d/220d

You describe these things with the assumption that I rebuild injection pumps (which I do not; I simply service the myriad of other systems/parts on these vehicles and do not mess with injection pumps, other than replacing the shutoff valve, lift pumps or delivery valve seals). Anything else and I will send it out to a Bosch authorized shop to be rebuilt and calibrated, if needed). I know what I have expertise in and I stay in my lane and it's not worth me tinkering with a pump if I throw it out of calibration..

If you can't take video (pretty much all phones take video these days), then at the very least, attach a few photos of what needs to be removed and where to test to see if the part you're selling has failed. Where do I "find a leak at the adjusting shaft"? If I can't visualize what you're talking about then 99% of other people here won't. I need to know what to look for so that when a car with one of these pumps comes into my shop I can test the car, and then if needed, buy the part from you.
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  #5  
Old 05-10-2021, 01:18 PM
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Hi upod,

If you can replace shut-off valves and delivery valves I'm certain that you are capable of checking a pneumatic governor for its ability to hold a vacuum. And in the case of a leaky pneumatic governor I think there's a good chance that you are capable of diagnosing the problem and making the proper repair yourself, including replacing a diaphragm and/or adjusting shaft and the related parts. There's no danger of throwing off the pump's basic calibration, that which is determined by adjustments made between the rack and the elements deeper inside the pump.

Do you have access to the factory service manuals associated with these cars and their engines? If not, the information is available here in this and other forums, found after a bit of searching. In them you will find procedures for checking the pneumatic governor, and also for making the necessary adjustments and repairs. There are no highly specialized tools required. However, if you believe your customers are better served by having an injection shop check for problems and make those repairs, then I respectfully suggest you continue practicing under that model. It is good to know one's limitations!

In W123 240Ds, you will find the pneumatically-governed M type injection pumps on OM616.916 engines. When they went to the OM616.912 engines, I don't know what year model that was, they used the MW type injection pumps with internal mechanical governors. You will find this ID stamped into the engine block casting on the LH side, near the top rear corner (you probably knew that). If the engine has a throttle body on the intake, with a steel or hard plastic tube running to the rear end of the injection pump, then you know you're looking at a pneumatically-governed pump.

Yes, I could make a video, but I'm not going to. I am happy to add more photos to this thread, though. I'm also happy to provide more information related to specific questions you and anyone else might have.

Here's a shot showing the ID tag on a PES4M injection pump with pneumatic governor as used by Mercedes-Benz:


Here's a shot of the rear end of the pump. I've drawn a red ellipse around the rear-most housing, and added a green arrow pointing to the outer end of the adjusting shaft:


And here's a shot of the housing removed and disassembled (and cleaned!):


For more information I suggest going through the threads I've linked to in posts #1 and #3. Next time you see a car in your shop that seems to be over-fueling, and that has this older style, pneumatically-governed injection pump, check the governor's ability to hold vacuum. You might be able to fix it yourself, and save your customer the time and money involved in pulling the pump and having an injection shop check and repair it for you.

Thanks again!
Attached Thumbnails
Adjusting Shaft, Reproduction - Replaces Bosch 1 423 004 000 1423004000-injection_pump.jpg   Adjusting Shaft, Reproduction - Replaces Bosch 1 423 004 000 1423004000-injection_pump_sm_1.jpg  
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1973 220D, The Prodigal Benz
1974 240D

Last edited by gmog220d; 05-10-2021 at 01:55 PM.
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  #6  
Old 10-25-2023, 02:22 PM
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adjusting shaft

I have the PES4M pump and I am in need of both the shaft and bushings. Do you still have the shaft? Do you know where to find the bushings?
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  #7  
Old 10-30-2023, 10:15 PM
gmog220d's Avatar
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Quote:
Originally Posted by RobtheBob View Post
I have the PES4M pump and I am in need of both the shaft and bushings. Do you still have the shaft? Do you know where to find the bushings?
I sent you a message with an email address to use. If you don't get it let me know by replying to this thread.
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1973 220D, The Prodigal Benz
1974 240D
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  #8  
Old 10-31-2023, 04:50 PM
gmog220d's Avatar
There is Life After VW!
 
Join Date: Apr 2006
Location: Albuquerque, New Mexico, USA
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For the future, I advise anybody in need of an adjusting shaft or related services who finds this thread to send me a private message, or message me by email through the forum messaging system. I don't spend as much time here as I used to, so reaching out to me directly will prevent delayed replies.

Thanks!

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1973 220D, The Prodigal Benz
1974 240D
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