A2720780189 Fuel Pressure Regulator for Mercedes M272 CGI 0261540011

The published applications for this regulator are the Mercedes-Benz C 350 CGI BlueEFFICIENCY (W204), the CLS 350 CGI (C219) and the E 350 CGI (W211, W212) — the three 3.5 litre V6 direct-injection petrol models that use this pump arrangement. An A2720780189 belongs to that group and to nothing else we can stand behind. The most common wrong order on this number is a car that looks right on the outside and is not a CGI: the same 3.5 litre V6 was also built without direct injection, and those engines have a different fuel system. If you are not certain which you have, the engine code plate settles it in a minute and the live pressure data settles whether the regulator is even the fault.

Why pressure data matters more than the code. A rail pressure code such as P0087 for pressure too low, or P0088 for pressure too high, points at the high-pressure circuit rather than at one component inside it. Reading actual pressure against the requested pressure while the engine cranks and then runs is what separates a regulator that is leaking past its seat from a pump that cannot build pressure at all. The regulator is a metering valve on the pump, so a regulator fault usually shows as pressure that tracks demand badly rather than as no pressure at all. That distinction is worth ten minutes of live data before any part is ordered, and it is the difference between replacing the right valve and replacing a pump that was never the problem. A fuel pressure regulator fault code on this family is a starting point, never a diagnosis on its own.

What this page is not claiming. We are not saying that any neighbouring Mercedes-Benz number fits, that the pump is the same across the range, or that a regulator from another engine family will substitute. A2720780189 is the regulator for the M272 CGI pump, and the Bosch reference 0 261 540 011 describes the same function on that pump. Anything beyond those two lines is better answered from your own parts data, and we would rather answer it with you than assert it here.

A petrol direct-injection engine has two fuel pressures. A low-pressure side lifts fuel from the tank to the engine, and a high-pressure pump then compresses it for the injectors. The M272 CGI works that way, and it is this pump that concerns us here. In Mercedes-Benz naming, petrol direct injection is called CGI; the same idea is written elsewhere as gasoline direct injection, or GDI, and the pump itself is just as often called the high pressure pump. On this engine the pump does not simply run flat out; its delivery is controlled, and the component doing the controlling is the A2720780189 fuel pressure regulator. In Mercedes-Benz parts data it is catalogued as a pressure regulator for the M272; in the workshop it is more often called the fuel pressure control valve, the pressure control valve, or a metering valve. All of those names describe the same small solenoid valve bolted to the pump.

That naming is exactly why the part is misordered so often. The words pressure regulator, pressure control valve and metering valve describe a function, not a single part number, and different engines implement that function differently. On this engine it is a valve with a three-bolt flange and a two-pin connector, mounted on the pump. It is not the pump, and it is not an injector, however often the estimate says one or the other. Once the part is identified the rest of the page is simple, because a regulator does one thing: it holds the pressure in the high-pressure circuit to what the control module is asking for.

When that stops happening, the symptoms are pressure symptoms. A long crank before the engine fires, because pressure is not there when the injectors need it. A flat spot or a loss of power under load as the pressure the pump builds falls behind demand. An unstable idle, and on some cars a limp-home mode that returns the moment it is cleared because the cause is mechanical rather than electronic. A stored P0087 for rail pressure too low, or its counterpart P0088 for pressure too high, is the usual way the car announces it. None of those symptoms belongs to the regulator alone, which is why the fault is confirmed with live pressure data before a part is fitted.

Where our supply differs is what arrives. Mercedes-Benz and Bosch supply this function through their own parts channels, and a buyer who needs a dealer-id box does need to go there. What we supply is a new compatible replacement regulator for the same job, sold under the Vidishi Auto brand, at a single-unit minimum with no core return. That last point matters more than it sounds on a fuel system part: nothing has to come back, so there is no exchange loop to manage and the old regulator stays with you. For a workshop that keeps a known-good regulator on the shelf as a diagnostic swap, that is the practical difference.

One thing we do not do is dress that up. The A2720780189 regulator we ship is ours, not Mercedes-Benz’s and not Bosch’s. The Mercedes-Benz OE number A2720780189 and the Bosch reference 0 261 540 011 appear on this page so you can match the part you are replacing. They are references for fitment, not a claim about who made the part. The Bosch reference pages on this site hold the cross-reference material, and the glossary explains the terminology if any of the names above are unfamiliar.

How we label data. Confirmed means a value read directly from the goods we handle, including the flange, the connector and the fitted sealing rings. Reference means a Mercedes-Benz or Bosch number quoted so your paperwork can be matched, and carrying no claim about origin. Not published means the field is left blank on purpose — a control current or a flow figure that we cannot source would be worse than an empty cell, because it would end up in somebody’s diagnostic notes.

What is in the box. One complete regulator assembly: the solenoid housing, the valve stem with its fitted sealing rings, the three-bolt mounting flange and the two-pin electrical connector. The mounting bolts are not supplied, because they are part of the pump rather than the valve, and no separate seal kit is asserted for this line. Nothing on this page is sold loose from the regulator, and the high-pressure pump itself is a separate assembly with its own number and its own page. A workshop chasing a pump rather than a regulator should start from the pump, not from here.

Read the table from the top. A2720780189 is the Mercedes-Benz number and it is the one that matters on the vehicle side of the job: it is what the parts data for the M272 CGI carries, and it is what you will find on the regulator you are taking off. The other two forms of it are simply the same number written with and without grouping, which is worth knowing because a parts system will match one and not the other, and because a hand-written stock tag may carry any of the three. If your paperwork shows A 272 078 01 89 with the spaces, it is the same valve.

The Bosch column is the second half of the mapping. Published cross-reference data gives 0 261 540 011, written 0261540011 without the grouping, as the Bosch catalogue number for this function on the M272 CGI pump, catalogued as a fuel pressure regulator for petrol engines, with EAN 4047023044242 recorded against it. That is a cross-reference entry, not a statement that the two numbers were made in the same building. It exists so that a buyer holding a Bosch number and a buyer holding a Mercedes-Benz number can be told, in one line, that they are asking for the same valve.

What the table deliberately does not do is extend itself. It does not say that a neighbouring A272 078 number fits, that a regulator from a different engine family substitutes, or that the pump is common across the M272 range. Those are exactly the assumptions that turn a cheap order into an expensive week, and we would rather leave the cell empty than fill it with a guess. If you are holding a number that is not on this list, send it to us with the engine code plate and we will tell you what it is and whether it is this valve. As an A2720780189 cross reference the table is a boundary as much as a bridge, and that is the point of it.

The commercial difference is easy to state. A high-pressure pump is an expensive assembly, and replacing one on a suspicion is how a fuel pressure fault becomes a very large invoice. The regulator is the far cheaper half of the same circuit, and on this engine it is the half that fails more often, because it is the part with a moving valve seat and a solenoid working against it. Confirming the fault with live pressure data and then replacing the valve is the sequence that keeps the cost of a pressure problem proportionate to its cause. The pump stays where it belongs — on the car — unless the data says otherwise.

• A long crank before the engine firesHigh-pressure fuel is not there when the injectors need it at start-up, so the engine turns over for longer than it should before it catches.
• A flat spot or a loss of power under loadAs the pump builds pressure, a regulator that cannot hold the target lets pressure fall behind demand, and the car feels flat exactly when it is asked for more.
• An unstable or hunting idlePressure that drifts at low demand shows up as an idle that will not settle, often with a slight shake that no ignition fault explains.
• P0087, rail pressure too lowThe usual stored code on this circuit, recorded when measured pressure falls short of the pressure the control module is asking for.
• P0088, rail pressure too highThe other side of the same fault: a valve that will not open properly lets pressure overshoot, and the code follows.
• A limp-home mode that keeps returningBecause the cause is mechanical, clearing the code buys time rather than a fix, and the same fault returns once the conditions repeat.
• Pressure that tracks demand badly on live dataThe test that settles it. Reading actual against requested pressure while the engine cranks and then runs shows a regulator that is drifting rather than a pump that cannot build pressure at all.

Read the list as a set of pressure symptoms rather than a diagnosis, because every item on it has at least one other possible cause. A weak high-pressure pump produces the same long crank and the same flat spot. A restricted filter, a tired low-pressure supply or a pressure sensor that is lying all produce the same codes. What separates them is measurement: actual pressure against requested pressure, at cranking and then under load, with the fuel system at working temperature. A regulator on its way out usually tracks demand badly and drifts; a pump that has given up simply cannot reach the target at all. Confirm which one you have before a part is ordered, because the two cost very different amounts.

Two more practical notes. If the car has recently had work on the fuel system, look at that first: an incorrectly seated regulator, a reused sealing ring or a connector not fully latched will produce exactly the symptoms above, and none of them need a new part. And on a direct-injection petrol engine, a cylinder misfire code is not evidence of a regulator fault; the two circuits are linked but the diagnosis runs from pressure data, not from the misfire. A fuel pressure regulator fault on this engine is proved with a gauge and a live-data session, and that is where a sensible workshop starts.

1. 1. Release the pressure firstDepressurise the fuel system before anything is opened and let the engine stand. A high-pressure petrol circuit holds pressure after the engine stops, and opening a fitting on a live system is the one step in this job that can hurt someone.
2. 2. Clean around the flangeWash the pump and the area around the regulator and blow it down before a bolt comes out. Grit that falls into the flange bore or into the pump inlet is the fastest way to spoil a new valve.
3. 3. Remove the three flange boltsTake the three bolts out evenly and lift the regulator square off the pump. Do not lever it. Keep the bolts with the car they came from, because the flange is part of the pump rather than the valve.
4. 4. Inspect the sealing face and the seatCheck the flange face on the regulator and the matching seat on the pump for scoring, pitting or old seal residue. A face that will not seal is a pressure leak that no amount of correct fitting will cure.
5. 5. Renew the sealing ringsFit a fresh set rather than reusing the old ones, and lubricate them with clean fuel or the assembly lubricant the manufacturer specifies. A reused ring on a pressure joint is the most common cause of a leak after a regulator swap.
6. 6. Refit square and torque the flangeDrop the regulator onto the pump square, start the three bolts by hand so nothing cross-threads, then torque them evenly to the figure for your engine. The figure belongs to the car, not to the valve.
7. 7. Relearn the pressure adaptationAfter fitting, let the system pressurise and the control module re-learn its adaptation before the job is judged. A regulator that is correct will still look wrong for the first moments after a battery reset.
8. 8. Verify with live pressure dataRead actual pressure against requested pressure at cranking and then under load before the car goes back on the road. No code returning immediately is not the same as a circuit that holds pressure.

Most of the risk in this job sits either side of the part itself. Before it goes on, cleanliness and the sealing rings decide whether it holds pressure. After it goes on, the pressure adaptation and a live-data check decide whether it runs right. Neither is difficult and both get skipped under time pressure. The wider routine around a fuel system job is in the installation guide, and the service intervals that keep a high-pressure circuit healthy are in the maintenance guide. If you would rather talk the job through before you start, put the question to us first.

Two notes for workshops. A fuel pressure regulator replacement on a direct-injection engine starts with a clean fuel path: dirt and water that reach the pump will shorten the life of a new regulator as surely as a bad fit. And check the fuel filter and the low-pressure supply while you are in there, because a regulator that has been asked to work against a restricted supply is being asked to cover for a fault that is not its own. Beyond that the job is standard: correct release of pressure, correct torque, fresh seals, and a pressure check that proves the result. None of it is specific to this number, and all of it is what keeps a high-pressure petrol circuit holding pressure after a valve swap.

Every A2720780189 regulator is covered by a 12-month warranty against manufacturing defects. That covers a valve that arrives out of specification or fails early because of how it was made. It does not cover damage from contaminated fuel, from water in the system, from incorrect fitting, from reusing the old sealing rings, or from a separate fault elsewhere in the fuel circuit. It is a supplier warranty from Vidishi Auto and it is neither a Mercedes-Benz warranty nor a Bosch warranty — we are not a dealer for either and no cover from either travels with this part.

The cover sits at unit level. It applies to the regulator as supplied, and it does not extend to the pump it was fitted to, to the engine, to labour, or to another component damaged when a faulty valve was run on. That boundary is normal for a fuel system part, and it is worth stating before the order rather than after a problem.

Two questions buyers ask. The A2720780189 warranty starts from delivery rather than from fitting, so a valve held on the shelf for a season is still covered for the stated term from the date it reached you. And because there is no core return with our supply, the warranty is not tied to an exchange claim: the old regulator stays yours, and what you do with it has no effect on the cover on the new one. If you keep a known-good valve for diagnostic swaps and it is still in its packaging when it eventually goes on a car, the cover is unaffected by the shelf time.

The minimum order is 1 pc, which is deliberate. A regulator is a diagnostic part: a workshop that suspects one keeps a known-good valve on the shelf to prove the fault before it quotes a customer for anything, and forcing a set on that workshop would be poor service. From there the line scales normally — a specialist doing M272 fuel work will take several at a time, and a distributor will take them alongside the rest of a fuel system order on one set of export documents.

We act as a fuel system parts supplier for export and we build this line ourselves as the manufacturer behind the Vidishi Auto brand. Regulator pricing is quoted per order rather than published as a fixed figure, because pricing moves with quantity and with what else is on the same shipment, which is how fuel pressure regulator wholesale normally works. Mixed orders are normal on our side and are not a special request: put the regulator alongside seals, filters or the other lines you already buy and it travels on the same paperwork.

For trade buyers, one practical point about a pressure regulator line: because there is no core return and no core charge, your procurement does not carry a returns loop on top of the order itself. That is the part of buying a fuel system part that usually costs the most administration, and it disappears when the part is new rather than reconditioned. If you need the number matched against a vehicle list before you commit, send the list with the engines and we will work through it with you rather than asking you to take the fitment on trust.

The dimensions above are the packed export figures for a single unit. We do not list a bare valve size or a bare valve weight, because no source we can trust gives one for this part, and a specification table padded with approximations helps nobody. Lead time is quoted per order and depends on quantity and on what else is on the same shipment. For fuel system parts export shipping, every order leaves with its paperwork in place — commercial invoice, packing list and HS code. Read our shipping information for freight options, and track your order once it ships.

A pressure valve is a small part with a disproportionate effect on how an engine runs, so this line is checked at unit level rather than by sample. Every batch passes an incoming check for the Mercedes-Benz number and the connector format, a flange-face and stem inspection, a confirm that the sealing rings are fitted as supplied, and a packed-weight confirmation against the documented figure. The supplier states ISO 9001 production, which appears on the supplied photography and is recorded here as a supplier statement rather than as a certificate we issue. Rather than publish reviews we cannot verify, we tell you how the part is inspected and let your own pressure gauge be the judge.

Support is not an add-on on this line — it is how most of these orders get placed correctly. It costs nothing before you buy: send the number read off the regulator you are removing, the vehicle identification and a photograph of the engine code plate, and we check the whole set against what we supply before quoting. That last item is the one people skip, and it is the one that matters most here, because the 3.5 litre V6 was built both with and without direct injection. Support continues after delivery: pressure figures, fitting questions and warranty claims all reach the same team, and the person who confirmed your fitment is the person who answers if something is not right.

Supplier note. WholesaleAutoPartsDirect is an independent supplier of compatible automotive parts and is not affiliated with, endorsed by or acting as an agent of Mercedes-Benz or of Bosch. Brand names and part numbers are used for reference and fitment only.