Can someone give me a ballpark figure of what I can expect to have a Bosch Certified Service Center clean and calibrate my IP? It's a 240D MW/RW gov.

Dare I say I suspect it would be cheaper to get another used pump...

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1978 300D, 373,000km 617.912, 711.113 5 speed, 7.5mm superpump, HX30W turbo...many, many years in the making....
1977 280> 300D - 500,000km+ (to be sold...)
1984 240TD>300TD 121,000 miles, *gone*
1977 250 parts car
1988 Toyota Corona 2.0D *gone*
1975 FJ45>HJ45
1981 200>240D (to be sold...)
1999 Hyundai Lantra 1.6 *gone*
1980s Lansing Bagnall FOER 5.2 Forklift (the Mk2 engine hoist)
2001 Holden Rodeo 4JB1T 2WD

No, I was expecting as much and thanks for the comeback. A REMAN at $600+ is prohibitive for me right now but I'm sure you are right. What I shouldn't be surprised with is the reality of repair vs. replacement cost. Interesting note: I called the local Benz service department here in Seattle to get an estimate and they don't have a test bench, technician, or certified service endorsement with Bosch. That was truly surprising to hear.

Think that is surprising? I had a common Chrysler 727 transmission out of the car and called Aamco about the cost of a rebuild. They said they had nobody at that shop who could rebuild transmissions (they charge customers for what?). Brake-O found a bearing race had spun in a front hub, ruining it. They then put a new drum on the bad hub, and said I could fix that myself, and charged me big bucks. That is when I resolved to fix everything I could myself, and yes I have rebuilt my transmissions since (is fairly easy), though not my M-B yet.

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1984 & 1985 CA 300D's
1964 & 65 Mopar's - Valiant, Dart, Newport
1996 & 2002 Chrysler minivans

Too bad we don't have someone like Dieselmeken in the U.S.

He is in Sweden, he will rebuild/recalibrate pumps, but the shipping and import/export duty from the US is steep.

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The OM 642/722.9 powered family
Still going strong
2014 ML350 Bluetec (wife's DD)
2013 E350 Bluetec (my DD)

both my kids cars went to junkyard in 2023
2008 ML320 CDI (Older son’s DD) fatal transmission failure, water soaked/fried rear SAM, numerous other issues, just too far gone to save (165k miles)
2008 E320 Bluetec (Younger son's DD) injector failed open and diluted oil with diesel, spun main bearings (240k miles)

1998 E300DT sold to TimFreeh
1987 300TD sold to vstech

Calling diesel911!

He used to do this type of work (apparently) - My guess would be about 4 to 5 hours work - Don't know what that would translate to cost though.

Might be best to just get a quote. Though I guess they'll say it'll be difficult to quote on something that needs to be inspected first...

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

Clean and calibrate = rebuild , as you have found it will be $ 600+. The larger question is, what problem are you trying to fix?

These days, MB diesels are rare enough that no MB dealer is going to have a bench for a job that might come in once a decade. It's doubtful that any MB dealer ever had a test bench even in the heyday of MB diesels.

You could try a place that does farm tractors , trucks and industrial equipment but they may or may not have a Bosch cert.

As for transmissions, many shops get reman in a box because modern transmissions have gotten so complex , vehicle specific , have special problems and need dyno tested so fewer and fewer shops build transmissions on site.

A reman in a box also helps the customer because they generally come with a nation wide warranty and the cars down time is limited to a R & R rather than a remove, take apart, inspect parts, order parts, wait, put back together, install and hope a hidden problem isn't uncovered after install.

Long gone are the days of building the top of a 904 / 727 / C4 / C6 / 350 / 400 for shelf stock and just cleaning / swapping the valve body / governor.

Funny, we have this problem in the BMW world with the ZF 3HP22 and 4HP22. A claimed 'expert' performs nothing short of **** jobs on his 'rebuilds' and charged big bucks, not to mention knew of no hard part upgrades.

I can fully rebuild (including the valve body) an electric shift ZF in about two days. This includes cleaning the case fully and all.

Mind boggling that Aamco cannot rebuild a 727 on site, trans is comically easy internally. Well, as are most three speeds.

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I'm not a doctor, but I'll have a look.

'85 300SD 245k
'87 300SDL 251k
'90 300SEL 326k

Six others from BMW, GM, and Ford.

Liberty will not descend to a people; a people must raise themselves to liberty.[/IMG]

A diesel injection shop in Portland charges $350 to 'spin it' on their machine and tell me if it was working or not. Repairs could be upward of $1100.
Here's the deal: I got a '78 240D that's been sitting for...8 years��. After meticulously cleaning the fuel system I turned it over, she fired after just a few wraps and then up, up, and away spun. I put a board over the intake manifold to shut her down, changed my pants and got online to learn about "Diesel Engine Runaway". NOT FUN
The tech I spoke to told me I probably had a 'frozen rack'...? so I did some more research...diesel injection pump theory, terminology, jargon, etc. (a 'frozen rack' had nothing to do with the case of beer you left in the ice box). I had nothing to lose so I popped the governor lid open. Indeed the rack was not moving no matter how I worked and wiggled it. Finally I through all caution windward and used grandpas BFS to pry the rack to and fro until I had full travel and moved freely. Now I'm not holding my breath but I'm excited to see what happens tomorrow.

Well good luck - the insides of an IP can get pretty dirty

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

That was 1975-1980. I did work again on a temp job in 1989 but I only did standyne rotary pumps at that time.
It does not take as long as you think because the settings on a use pump are going to be close.

What makes the time estimation hard is that when you work in a shop you are normally doing more then one job at a time. You rarely work one job straight through. As an example once the pump is torn down it goes to soak in cleaning solution (we used carburetor dip). While it is soaking you are doing something else.

So I am going to gestimate 2-3 hours.

Another issue that disrupts your work is if you have to order parts and have to take the time to package the Pump so it can remain on the shelf without getting dirty or rusted while waiting for the parts.

When a fuel injection pump needs to be pressure lubed from the Oil Tank on the Test Stand some shops don't want to run a used pump on their Test Stand because it contaminates their Oil in the tank.
If it is a large shop they might have a seperate test stand that they run the used pumps on.

$350 just to test a used Fuel Injection Pump sounds like a lot but if the labor rate is $150 per hour that covers 2 hours work.

In 1980 our labor rate was $90 per hour but that was for items that we had no specific price on. If the price of an exchange rebuilt Fuel Injection Pump or other Diesel Engine component was less you could not do the job.

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84 300D, 82 Volvo 244Gl Diesel

Just though I would add this. The Fuel Injection Pumps that have Oil only in the sump of the Fuel Injection Pump stay clean..

The Fuel Injection Pumps that are lubed from the Engine get dirty from the dirty Oil.
Also not all of the Oil drains out of the IP so there stuff that settles to the bottom is trapped inside.

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84 300D, 82 Volvo 244Gl Diesel

Here's at least a partial list of Bosch rebuilders. I haven't talked to any of them about parts or services and don't know whether they still do our pumps.

https://mopar1973man.com/cummins/articles.html/24-valve-2nd-generation_50/51_engine/59_fuel/bosch-certified-vp44-injection-pump-rebuilders-r3/

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85SD 240K & stopped counting painted, putting bac together. 84SD 180,000. sold to a neighbor and member here but I forget his handle. The 84 is much improved from when I had it. 85TD beginning to repair to DD status. Lots of stuff to do.

Yeah I know they get dirty - really dirty from the systems that connect to engine oil. This dirt must have an effect on the lifespan of these pumps even though they spin at half crank speed.

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

You're kinda stuck due to the price thing .

I used to deal with Heavy Duty trucks and so had multiple I.P. service/repair contract Vendors, some were pitiful, others turned out to be top notch .

You might consider going to a few Heavy Duty Garages and asking whom they use for I.P. service.......

Any chance of finding a wrecked/rusted out 240D and scavenging the I.P. off it ? .

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-Nate
1982 240D 408,XXX miles
Ignorance is the mother of suspicion and fear is the father

I did then what I knew how to do ~ now that I know better I do better