I think he quoted me about that much for a reman 617 IP (metric motors recommended him). As I recall, he wasn't set up to sell retail with charge cards, so I would have to mail a check. I ended up buying a reman from fastlane for about the same price, works great.

I'll stand by what I said. We're not discussing a 617 pump.

I thought I was agreeing with you, he must have a good rep if metric is using him for their engines. :confused:

I'm flying blind here because I'm not familiar with the 606 IP. Chances are it has an RIV port which accepts a locking tool. If this is the case and your Audi tech has access to such a tool, it's a simple matter to set static IP timing... presuming someone can provide him the reference parameters (e.g., crank pulley at 14* ATDC #1, which is the spec for a 603). Why MB didn't use TDC as a reference is beyond me.

If he is adventurous and not charging you for creative time, he can fashion a locking tool. All he needs is rod that fits snugly in the RIV port, covered by a plug that takes a 17mm wrench, then cut a diametrical notch into one end of the rod such as would engage the tip of a flathead screwdriver.

With the special tool or homemade tool available, turn the IP until a lug that would engage the notch in the rod is centered in the RIV port. Use the tool to hold the IP in this position. In my experience, the tool isn't necessary beyond verifying the reference position. The IP shaft is very difficult to turn by hand, and there is no internal force trying to turn the shaft. Set the crank to its reference position (which is not TDC in a 603) then install in the IP keeping the slots centered relative to the bolt holes in the block.

This is an oversimplification but the detail isn't rocket science. Heck, I figured it out.

As mentioned, it only applies if the 606 uses the same static RIV method as the 603.

The advantage of having a dealer time the IP is that they should use a dynamic RIV merthod similar to a gasser timing light or something even more precise.

To one of your earlier points, there is no reference key in the attachment of the IP to the timer (sprocket). In the 603 IP there are something like 80 cogs to the spline. Lots of chances to not even be close.

BTW, the o-ring between the IP and the block is about 10cm in diameter.

Sixto
87 300D

Oh, and Gus Pfister is the man. He didn't accept credit card payment when I first went to his shop 3-4 years ago. I've paid him in cash since.

Sixto
87 300D

Not sure if this is good news or bad. So the IP spline does not have anything to indicate "this one" - so that you can match it to "that one" on the block? This is sounding more and more like it's a dealer only thing.
My Audi mech said that the IP has it's own timing setting ( not the engines) and he tried to set that to no avail.
He also said that after putting in the o-ring, the IP still leaks oil - NOT DIESEL - from some where on the bottom, but not around the the new o-ring. He said it is not bad though. I asked him to pull the ip, align the splines ( at the time I thought the IP had a mark to indicate where to line it up with crack case spline). I just wanted the car to not smoke. I can live with an oil leak while I try and figure all this out.
To date he says I owe him nothing. I brought it in for an oil leak, and it still leaks, and now it smokes too. The car has now been at his shop almost 3 weeks.

Ip Fixed!!
 

It has been a while, but the e300 is back on the road. I finally took the drive to Mr. MB. Enrique hooked me up. It took 4 days, but he fixed it no problem. NOt only did he fix it, he also fixed a few other little things, and washed the car.

The car runs great. It was as simple as removing the IP and putting it back in right. He said it was pretty straight forward.

Thanks for all the help gang.

- Dylan