Atmospheric diesel engine for Mercedes ml. Disassembly of a diesel V6 from Mercedes (OM642). Injection problems

Mercedes-Benz Cars Group is a super-popular manufacturer of premium cars, part of the Daimler AG concern and the so-called big German three (together with Audi and BMW). The Mercedes brand itself is one of the most expensive and recognizable in the world. In addition, famous cars such as the Mercedes-Benz 300SL, better known as the “Gull Wing”, the iconic Mercedes-Benz 600SEL (six hundredth), the sports Mercedes-Benz SLR McLaren, the ageless Mercedes-Benz G-Class SUV drove out of the gates of the Stuttgart company. Gelandewagen and a number of popular and well-known cars.
Considering all of the above, such a powerful automaker as Mercedes is simply obliged to produce reliable engines, but you will find out how things really are with this below, in the list of models.
Mercedes engines are a huge range of powertrains such as in-line 4-cylinder, five and six-cylinder, both in-line and V-shaped configurations. In addition, V8 and V12 engines were produced for the top and most powerful Mercedes-Benz cars. In addition to atmospheric versions, supercharged engines were produced: with a compressor, turbine and twin-turbo. For sports versions of Mercedes-Benz, the AMG division developed powerful versions of engines,

predominantly V8 and V12. In addition, along with this widest range of power units, Mercedes diesel engines of all possible configurations, any displacement and power were also produced and continue to be produced.
Now you do not need to look for a variety of reviews, all types, markings, types and models of Mercedes engines are already here: new and old, gasoline and diesel, aspirated and compressor, conventional and AMG.
Having chosen your model, you will get acquainted with the following information: what engines are put on a Mercedes, their technical characteristics, description, problems, malfunctions (stalls, knocking, troit, etc.) and repairs, numbers, resource, etc.
At the same time, there is information on what kind of oil to pour into a Mercedes engine, how much oil is required and how often it needs to be changed. In addition to this, attention is paid to tuning the Mercedes engine, how to increase power without losing a resource for urban use, and so on.
After reviewing the information available, you can easily decide which Mercedes engine is the most reliable, and who needs to replace the engine, you can easily decide which contract engine is worth buying.

A new generation of Mercedes engines with innovative technology.

Innovative? How can you call gasoline and diesel engines innovative? Many environmentalists, experts and other participants in the car market are probably perplexed. But this is true. Mercedes has unveiled new engines with innovative technologies for the updated S-Class, which will be produced from 2017.

Weird? But what about electric motors, about which, probably, everything that is possible has already been said. Indeed, according to experts' forecasts and according to the plans of a number of leading countries of the world, the days of internal combustion engines are numbered. Partly it is. But there is one but. In the coming years, a mass market for electric cars is not expected.

It will likely take decades for electric vehicles to displace ICE vehicles from the market. And this is regardless of the fact that the authorities of Western countries want to get rid of vehicles running on internal combustion engines in the near future. As much as it would not be desirable for many developed countries, but until the popularity of electric vehicles overshadows gasoline and diesel cars, we will not see the decline of vehicles running on traditional internal combustion engines.

V8 Motor

All new Mercedes engines are coated with a friction-reducing compound.

That is why Mercedes continues to develop new gasoline and diesel engines for its future models.

As a result, Mercedes introduced five new internal combustion engines that will be installed in S-class cars from 2017.

Petrol engines 1.6, 1.8, 2.0 M 111 / M 271.

Short description.

- 4-cylinder;

- 16-valve;

- multi-point injection / direct;

- compressor or turbocharger.

Mercedes has been rather cautious about supercharging gasoline engines. The Germans relied on a compressor instead of a turbine in order to provide a smoother increase in power without the unpleasant effect of "turbo lag". The result was presented in 1995 in the face of the M 111 motor with a mechanical compressor driven by a conventional ribbed belt. Seven years later, its more modern version, M 271, was shown.

The most widespread is the 1.8-liter version of the M 271 with a multi-point injection system with varying degrees of forcing: from 122 to 192 hp. In some models, a modification with direct fuel injection was used. It was produced between 2003 and 2005 and developed 170 hp. It can be recognized by the CGI markings.

The desire to reduce capacity led to the creation in 2008 of the 1.6-liter M 271 with a compressor. Its use was limited to the C-class W204 and the not very successful CLC. The engine did not have direct injection.

The latest version of the 1.8-liter M 271 with direct injection received a turbocharger instead of a compressor. This engine developed from 156 to 204 hp.

Compressor wear.

For a long time, no one undertook to restore the compressor, offering only to change it. Fortunately, today mechanics have mastered the technology of its regeneration. The cost of such a service is about 100-120 dollars, including dismantling and installation. The most common compressor failure is rotor bearing wear as well as clutch failure.

If an annoying howl is emitted while the engine is running, then it's time to intervene. But be careful: exactly the same sound is made by worn generator bearings. You can buy a used compressor from a scrapyard for about $300, repairing a clutch costs about $500, and a brand new unit will cost $1,500. Unfortunately, the compressor life is short - just over 100,000 km.

Timing chain jump.

Timing chain wear, unfortunately, is asymptomatic. She can jump over already after 60-80 thousand km. It is a pity that a weak single-row chain is used to drive the timing, fortunately its replacement is not too expensive - about $ 250. The fault applies only to M 271 motors.

Oil leakage from the valve timing regulator.

A typical malfunction of the older generation of M 111 engines. Oil begins to drain from the electromagnets, damaging the electrical harness. Effective elimination of a defect is a time-consuming task and, worst of all, not always feasible.

The use of engines 1.6-1.8 K / T (M 111, M 271).

These motors were used only in Mercedes cars. They were always located longitudinally in front. All motors were assembled at only one factory in Germany.

Mercedes E-class W210: 06.1997-03.2002;

Mercedes E-class W211: 11.2002-12.2008;

Mercedes C-class W202: 10.1995-05.2000;

Mercedes C-class W203: 05.2002-02.2007;

Mercedes C-class W204: from 01.2007;

Mercedes CLK W208: 06.1997-06.2002;

Mercedes CLK W209: 06.2002-05.2009;

Mercedes CLC: 05.2008-06.2011;

Mercedes SLK R170: 09.1996-04.2004.

Conclusion.

If you decide on a Mercedes with a compressor, then be sure to choose a newer version of the M 271 and be prepared to invest in replacing the chain from the very beginning. The advantages of the 1.8 K engine are low fuel consumption. It is better to stay away from older versions of the M 111. Alternatively, you can opt for the naturally aspirated 2.0 16V or later 2.4 V6.

New Mercedes diesel engines with four and six cylinders

To Code designation for the new Mercedes four and six-cylinder diesel engines: OM 656

Naturally, all the new Mercedes engines of 2017 have become even more economical and more powerful than their predecessors. True, in order to achieve these technical results, engineers used completely different technologies in the development of power units.

A new generation of Mercedes engines appeared on the Mercedes E-class - the E200 D model.

In fact, a new generation of Mercedes engines began to be introduced in the spring of 2016, when the German brand introduced a new two-liter diesel engine for the E-class. This engine consumes 13 percent less fuel than the previous similar power unit. The increase in the efficiency of the diesel engine was achieved due to the lower weight of the power unit, the reconfiguration of the engine control unit software, and also by reducing friction in the cylinders, thanks to the new special Nano Slide coating.

The new six-cylinder engine for the S-class, designated under the index OM 656, is, in fact, an enlarged version of the four-cylinder engine for the E-class, which was introduced in early 2016.

The all-new six-cylinder Mercedes diesel engine, which will be installed in the S-Class from 2017, has a power of 313 hp. Recall that a similar engine of the previous generation produced only 258 hp.

The 2017 Mercedes six-cylinder diesel engine is based on the OM 656 four-cylinder engine, which is installed on the E200 d of the new W213

This engine uses the same monobloc emission control technology found in the four-cylinder powertrains found in the 2.0-liter four-cylinder diesel E-Class.

For example, in a six-cylinder diesel engine, Mercedes engineers installed the CAMTRONIC system, which was previously used only on small power units. This system reduces intake valve opening time at low engine speeds, resulting in significant fuel savings.

Petrol engines:
Index Volume and capacity Years of production Notes
М102.922 1997 cub. cm, 109 hp 1/1985-6/1993
М102.982 1997 cub. cm, 132-136 hp 1/1984-6/1993
М102.963 1997 cub. cm, 118-122 hp 6/1985-6/1993
М111.940 1998 cub. cm, 129-136 hp 7/1993-5/1996 4 valves per cylinder
M111.960 2199 cc, 150 hp 9/1992-6/1996 4 valves per cylinder
M102.982 2299 cu. cm, 132-136 hp 12/1984-6/1993
М103.940 2599 cub. cm, 156-166 hp 6/1985-8/1992
М103.943 2599 cub. cm, 166 hp 6/1985-8/1992 for 4Matic version
M103.943 2599 cc, 156 hp 6/1985-8/1992 for 4Matic version
M104.942 2799 cu. cm, 193 hp 9/1992-6/1995 4 valves per cylinder
М104.980 2960 cub. cm, 220 hp 1/1990-8/1992 4 valves per cylinder
M103.980 2962 cu. cm, 180 hp 1/1985-6/1993
M103.983 2962 cu. cm, 190 hp 8/1985-6/1993
M103.985 2962 cu. cm, 177-188 hp 9/1986-6/1995 for 4Matic version
M104.992 3199 cu. cm, 211-231 hp 6/1992-6/1996 4 valves per cylinder
М119.975 4196 cu. cm, 280 hp 7/1993-6/1995 V8, 4 valves per cylinder
M119.974 4973 cu. cm, 326-333 hp 1/1991-6/1995 V8, 4 valves per cylinder

Diesel engines
3.0 L OM606 2996 cc cm, 136 hp, 7/1993-2/1996 4 valves per cylinder
3.0 L OM603 2996 cc cm, 109-147 hp, 1/1985-3/1995 2 valves per cylinder
2.5 L OM605 2497 cc, 113 hp, 7/1993-10/1995 4 valves per cylinder
2.5 L OM602 2497 cc cm, 90-126 hp, 5/1985-1/1996, 2 valves per cylinder
2.0 L OM601 1997 cc cm, 72-75 hp, 1/1985-8/1995, 2 valves per cylinder
* From 1986 to 1993, the catalytic converter was not part of the standard equipment"

Diesel engine 200-220CDI-OM 611.

Short description.

- 4-cylinder;

- 16-valve;

- common rail injection system;

- turbocharger;

- for cars of the middle class and above, vans.

In 1997, a major change took place in the history of Mercedes diesel engines: for the first time, a common rail direct injection engine was used. It was used in the first generation Mercedes C-Class station wagon. At the same time, the designation CDI appeared, which is still used today.

The engine was marked OM 611. It has 4 cylinders and a working volume of 2.2 liters. The first samples developed 125 hp. and 300 Nm of torque. Compared to its predecessor OM 604, the new unit received an increase in power by 30%, torque - by 100%, and fuel consumption fell by 10%. The injection system operates at a maximum pressure of 1350 bar. Initially, the engines were equipped with a fixed geometry turbocharger, and since 1999 a supercharger with an adjustable position of the turbine blades has been used. The volume was also slightly reduced from 2151 to 2148 cm3. The gas distribution system is driven by a chain, there are two shafts in the head, there are four valves for each cylinder.

The OM 611 engine family has several different modifications. In passenger cars (C and E-Class), a unit labeled 200 CDI (102-115 hp) and 220 CDI (124-143 hp) was used. In addition, there are variations with 82 and 102 hp. for Vito, Viano and Sprinter vans, 122 hp - for Vito and Viano, and 129 hp for Sprinter.

In 2002, with the debut of the E-Class W211 series, the new generation 4-cylinder engine OM 646 and its derivatives, the 2.7-liter OM 647 and 3.2-liter OM 648, were introduced. Despite the similar design, about 80% of the components new.

270/320 CDI (OM 612 /OM 613).

The next direction in the development of the OM 611 engine family was an increase in the number of cylinders. The 5-cylinder unit was designated OM 612, and the 6-cylinder unit was designated OM 613. The first, marked 270 CDI, developed from 156 to 170 hp, and the second, 320 CDI 197 hp. Mention should also be made of the 3.0-liter version of the 612 OM with 231 hp, designed for the C 30 CDI AMG.

Operation and typical malfunctions.

Mercedes diesel engines of the previous generation were famous for their incredible endurance. Due to the more complex design, sometimes there were problems with the OM 611. Just a larger number of elements had more chances to break. Fortunately, serious malfunctions did not occur too often. The cylinder-piston group has high strength. The turbine and dual-mass flywheel typically last several hundred thousand kilometers. It should be borne in mind that the mileage of the car in the ads for sale coincides with the real one only in exceptional cases. When choosing a car with CDI, it is necessary to be guided by an assessment of the technical condition of a particular instance.

Difficult start.

As a rule, it is associated with wear of the high pressure pump, less often with a malfunction of the injection system - injectors.

Intake manifold.

In many versions of the engine, dampers were installed in the intake system, the closing of which led to an increase in the turbulence of the air entering the cylinders, which improved the quality of its mixing with fuel. Malfunctions of this element lead to a noticeable decrease in engine power and a slow increase in speed.

Thermostat.

CDI engines warm up rather slowly. But if even after several tens of kilometers the motor does not reach the desired temperature, then the thermostat will have to be replaced.

Application of OM 611.

4-cylinder engines were used in class C and E cars, and in minibuses. 5 and 6 cylinders in larger models.

Mercedes C-class W202: 09.1997-05.2000;

Mercedes C-class W203: 05.2000-02.2007;

Mercedes E-class W210: 06.1998-03.2002;

Mercedes V-class: 03.1999-07.2003;

Mercedes Sprinter: 04.2000-05.2006.

2017 Mercedes six-cylinder petrol engines

Mercedes' new gasoline engine now runs on new 48-volt power grid

Undoubtedly, the main attention of experts and those who are interested in new Mercedes engines should be focused on new gasoline engines. Particularly interesting is the V6 gasoline power unit M256, whose power will now be 408 hp. Torque over 500 Nm. This became possible thanks to the use of technologies that Mercedes previously used only on V8 gasoline engines.

Thanks to innovations, engineers have been able to reduce the fuel consumption of the new six-cylinder M256 engines by 15 percent compared to the previous power units installed in the Mercedes S 400 (333 hp).

Mercedes-Benz V8-Biturbo-Benzinmotor, M176 ;
Mercedes-Benz V8-biturbo engine, M176;

By the way, an electric motor with a power of 20 hp appeared in the new motor between the crankshaft and the gearbox.

In fact, this is an integrated unit, which is a generator and starter in one component (ISG). That is, when necessary, the electric motor works as a starter and helps the engine reach maximum torque at the very beginning of acceleration, which provides the car with maximum traction at low revs.

Also, this node can work as a generator, feeding a number of important vehicle equipment. The electric motor is powered by the energy generated during braking, which enters a special battery.

New diesel S-classes will consume less than 5 liters of fuel per 100 km

Each new Mercedes engine is distinguished by a variety of different technologies that have made power units more powerful and much more economical than their predecessors. On average, each engine has become 5-10 percent more economical and 5-15 percent more powerful.

The most efficient today is the 258 hp diesel engine currently installed in the Mercedes S350 d. So this model has an average fuel consumption of 5.3 l / 100 km. way.

The new six-cylinder diesel engine, which will be installed in the S-Class from 2017, will consume less than 5 liters per 100 km.

V8 Biturbo AMG Mercedes petrol engine with 476 hp

M 176 engine. New twin-turbo V8 petrol engine 4.0-liter 476 hp

The latest new engine that Mercedes is introducing is the powerful AMG Bi-Turbo V8 4.0-liter power unit with 476 hp. with a maximum torque of 700 Nm. Motor code M 176.

The new motor will replace the 4.8 liter V8 engine with 455 hp. Despite the increase in power, the new 4.0-liter V-8 engine will be 10 percent more fuel efficient than its 4.8-liter predecessor.

This was made possible thanks to CAMTRONIC technology (valve opening and closing optimization system), which is used in six-cylinder diesel engines. In addition, the new eight-cylinder engine uses a cylinder deactivation system (cylinders 2, 3, 5 and 8) to save fuel. This mode is only active in Comfort and Eco modes at 3250 rpm.

OM642 engines are a family of 6-cylinder V-shaped diesel engines with direct fuel injection and a turbocharger from Mercedes-Benz, produced since March 2005. The working volume of the OM642 diesel engine is 3 liters, the camber angle of the block is 72 degrees (which is completely atypical for a V-shaped engine). In the collapse of the cylinder block, a single turbine with an adjustable guide vane geometry is installed.

The motor has an aluminum body with cross braces. The cylinders in it are equipped with cast-iron sleeves, which contributes to hardening and reliability of operation. The connecting rods are steel and the crankshaft is made from a heavy-duty material, with an extensive shaft bearing surface.

Specifications

Engine type	Diesel
Start of release	03/2005
Power, kW at RPM	140-170 at 3800
Power, hp at rpm	190-231 at 3800
Volume, cc	2987
Number of cylinders	6
Number of valves	24
Compression ratio	18.0:1
Cylinder diameter, mm	83
Piston stroke, mm	92
crankshaft bearings	4
Engine shape	V6
Fuel type	diesel fuel
Combustible mixture supply	direct fuel injection common rail 3
Turbine	VTG Variable Turbine Geometry
Exhaust gas rate	Euro 4
cylinder head	DOHC
timing	chain
Cooling	water cooling

The crankcase is made of die-cast aluminum with a cross-brace and gray cast iron cylinder liners, which helps to reduce the weight of the engine. The injectors are made in the form of nozzles with 8 holes. Airflow-optimised intake and boost ducts improve charge change. The charge air cooler allows the charge air temperature to be reduced to 95°C.

Piezo injectors allow up to 5 injections per cycle. That allows you to reduce engine noise, and at the same time improve responsiveness and dynamism. The VTG turbocharger makes it possible to develop both high power and high torque already at low revs. The electrically adjustable turbocharger provides fast and precise boost pressure control, minimizing metering and boost errors.

Features of engine injectors:

injection is controlled by an electronic control unit;
injectors are made in the form of nozzles, have eight holes;
pressurization is carried out by a VTG compressor with a variable turbine length;
the intake manifold is equipped with an additional channel for the passage of air;

To improve environmental performance, a cooled exhaust gas recirculation (AGR) system is used. Several details are involved in the operation of this system:

the filter is restored without the use of additional elements;
a selective type catalyst traps ammonia produced during the combustion of diesel fuel, preparing the substance for a further reaction to reduce emissions;
at the same time, the SCR acts as a filter that traps sulfur odors and so on.

Typical OM642 malfunctions

A bunch of various sensors, adjustable air intake, the ability to relieve excess pressure - all this does not guarantee the unit's trouble-free operation. If you are not careful about the cleanliness of the engine, it may not reach the end of its operational life. OM 642 is characterized by some "sores" that are inherent in all diesel engines:

intake manifold soot contamination;
jamming of the EGR valve;
jamming and breakage of thrust of vortex dampers;
oil leakage from under the heat exchanger;
cracking of the steel exhaust manifold;
fuel injector failures.

Deciphering the marking

In general, the V-shaped diesel “six” turned out to be quite reliable and unpretentious. She doesn’t even come close to the problems that arose on gasoline engines produced at the same time and installed on the same cars.

Mercedes-Benz is a trademark and eponymous manufacturer of premium cars, trucks, buses and other vehicles, which is part of the German concern Daimler AG. It is one of the most recognizable automotive brands in the world. The headquarters of Mercedes-Benz is located in Stuttgart, Baden-Württemberg, Germany.

The diesel engine manufactured by Mercedes-Benz is a 4-stroke and has a displacement of 9572 cc, which corresponds to approximately 575 cu.in. It belongs to the 400 engine series, which began development in 1969 and supplemented the 300 engine series.

Powerful and reliable engines of the Mercedes OM427 family are used as a power plant in medium-duty vehicles. These motors are installed not only in Mercedes' own trucks, but also in the equipment of some other manufacturers. First of all, these units are valued for their uninterrupted operation and durability.

The OM362 engine belongs to the family of diesel engines produced by Mercedes-Benz. Engines of this family were installed on some models of commercial vehicles manufactured after 1983. Mercedes OM362LA is a 5.7-liter inline 6-cylinder engine with turbocharging and intercooler.

Mercedes OM421 engines reach 216 hp. (159 kW). The volume of the working area of these motors is 11 liters. These are 6-cylinder, 12-valve engines that provide sufficient power for a medium load at low operating costs.

The OM 326 engine is a non-turbo, 6-cylinder, 4-stroke, pre-chamber, water-cooled diesel engine with overhead valve timing.

The OM346 engine is a 6-cylinder direct injection engine with a displacement of 10.8 liters. The cylinder arrangement is in-line, like all engines of the OM 300 series.

OM636 is a 4-cylinder 4-stroke diesel engine. It was introduced in 1949. This engine has been installed in Mercedes-Benz cars, vans and small trucks since the late 1940s.

The OM402 engine has a power of 256 hp, has 8 cylinders and a volume of 12.8 liters. The whole series is united by the scope. These are trucks, buses, power plants and various kinds of heavy earth-moving equipment.

The OM424 engine from the manufacturer Mercedes is a 22-liter diesel engine designed for use in a wide variety of conditions. The Mersedes OM424 is ideal as a powertrain for both light duty trucks and heavy construction equipment, off-highway tractors and mining trucks.

The line of diesel power units OM441 was put into production at the end of 1987. To this day, it is one of the most powerful 6-cylinder engines, which is only rivaled in this segment by the 501 series.

The 7.7-liter Mercedes-Benz OM936 engine is compact and lightweight. It has the world's first variable exhaust camshaft in a diesel engine and provides a maximum injection pressure of 2400 bar. There are five power options.

The Mercedes OM447 engine is an engine used to equip medium duty trucks. The robust motor of this series runs smoothly regardless of the conditions in which it is operated. Such a Mercedes unit is able to serve for a long time (up to 2,000,000 kilometers), if proper and timely care is provided for it.

If we were talking about the end of the 20th century, then about the power units produced by the division of the Daimler-Benz AG concern - Mercedes-Benz, one could unequivocally say that, not being at the forefront of technical progress, they were the most reliable and not killed engines that surpassed therefore the parameter of all its competitors. But the 21st century dictates its own laws and, introducing its generally accepted technical innovations and “bells and whistles” (compliance with environmental standards, reduced fuel consumption, the introduction of the latest control and safety systems), Mercedes-Benz engines have lost their positions to many other automotive companies in this matter.

M 271

The winner of our rating is a gasoline engine from the popular and "famous" series of "one hundred and eleventh engines" - M 271 (in-line, piston, four-cylinder six-valve) for 1.8 liters, which was produced for 8 years in the "zero years" of the XXI century only in Stuttgart (Germany ). Its predecessor was generally “iron” in every sense, which cannot be said about the subsequent M 272 / M 273 series, which, not without reason, entered the top three worst Mercedes-Benz engines.

M 271 engines were equipped with aluminum blocks with cast-iron sleeves, variable valve timing, a double camshaft, and a double ventilation system. The cylinder block for modifications KE and DE with a head height of 11.5 cm is one. The engine is equipped with a special mechanism for anti-vibration with a built-in oil pump. An undoubted success was the stepless adjustment of the gas distribution on each camshaft.

With an average consumption of gasoline of about 7 liters per 100 kilometers, the resource of this “indestructible” engine is a third of a million kilometers. As a drawback, the owners noted an increased noise level inside the car, which was still less than that of the previous engine, and was eliminated quite easily with the installation of crankcase protection.

Professionals noted a drawback common to all Mercs - stretching the timing chain (hereinafter referred to as the timing), though it was in this case that the motor itself did not need to be removed when replacing it, which of course puts the M 271 "huge" plus. However, the M 271 also had its own “zest” - the inner oil filter gasket, which was located behind the “arrow” rack, and it was already a body part.

OM 611

The second place is confidently occupied by the diesel engine OM 611 (200–220 SDI) for 4 cylinders and 16 valves, with 2 overhead camshafts, with a volume of 2.15 liters, which was produced for 4 years at the end of the last century and 6 years at the beginning of this one. At first, its power was 82-125 l / s, and since 1999 it has reached a maximum - 143 l / s at 105 kW. Installed: common rail injection system, intercooler and turbocharger, and an oxidizing catalyst for exhaust gas purification.

In general, a very good and reliable engine has not bypassed some problems. Common to all “diesel engines” (“coking” of injection nozzles), Mercedes (missing the terms of maintenance led to problems with replacing candles that tightly “growing” into cylinder heads) and specifically the problems of OM 611 (relatively small at 0.2 million km). km drive circuit resource, breaking the wires of the boost pressure sensor, grinding the wiring of the injection nozzles).

OM 612 and OM 613

Gasoline engines - OM 612 and OM 613 (270-320 CDI, respectively, 5 and 6 cylinders, from 160 to 270 l / s), followed the OM 611 and also produced only until 2006. Practically inferior to OM 611, they had the same systems of injection, turbocompression, and so on, as well as the same shortcomings. However, these engines also had their own "cherries" on the cake, not "deadly", but unpleasant:

Due to the wear of the pressure pump or the malfunction of the injectors, the engine often did not start right away.
Due to the increasing turbulence, power often decreased and revs picked up more slowly.

M 166E

Fourth place is also occupied by one of the best, at the end of the nineties of the last century, gasoline engines - M 166 E 16, which was equipped with A-class cars.

Two-cylinder, 1.6 liter, with a power of 102 l / s, this engine pulled its “strap” without any problems, including cargo with a total weight of more than a ton (the engine itself weighed less than a centner), “held” oil, spent on a hundred kilometers less than 10 liters of gasoline, at speeds up to 182 km / h. Surprisingly enough, the M 166 E 16 felt good in Russia in the winter, starting up simply, without any “dragging” and other inventions, even in thirty-degree frosts. The only thing is that in order not to “screw up” this good engine, the timing chain must be changed without fail every 100 thousand kilometers.

M 282 DE 20 AL turbo

In fifth place is also the gasoline engine M 282 DE 20 AL turbo, two-cylinder, eight-valve, V-shaped, 1.3 l and 360 l / s, claiming the "title" of the most powerful engine with 4 cylinders in the world, produced en masse. This motor was installed on the Mercedes-Benz A 45 AMG. The volume of the fuel tank of 56 liters made it possible to drive almost seven hundred kilometers without refueling. The guarantor of its quality was a special assembly in Kölled, where the staff worked according to the principle - "One person - one engine".

Sufficiently proven new technologies (Mercedes Camtronic, Blue Direct, Start-Stop, low emissions, multi-spark ignition) did not prevent this engine from taking fifth place, but among the best, not worst, models of Mercedes-Benz engines. Although the usual Mercian sores (the timing in this engine consists of several parts) are added to failures and “glitches” of electronics (very often an error with the position of the camshaft “pops up”), and the “signature” business card of this motor is diesel problems, that is, noise during startup.

TOP 5 "worst" engines from Mercedes-Benz

M 272

The first place in this rating is occupied by gasoline, all made of aluminum with a thin aluminum coating, the M 272 engine, V-type, six-cylinder, 24-valve, 2.5 and 3.5 liters. Atmospheric engines of the M 272 family, manufactured in Stuttgart, have always been quite problematic. Their main “disease” is scuffing on cylinders and pistons. They clearly appeared, as soon as the car covered 100 thousand km and required the replacement of the entire shot block, and this is quite expensive.

The reason is the ingress of particles of the precipitating neutralizer into them. And the timing chain had to be changed twice during this time. The owners of cars with this engine were also "exhausted" by constant oil leaks, as well as failures in the thermal mode of operation, especially in the spring and autumn periods, because dirt and all sorts of debris builds a so-called "boot" between the cooling radiators of the engine and air conditioner.

To a car recall company to replace the balance shafts, which was carried out in 2008-2009. tried to eliminate all or most of the above disadvantages of this engine. But Mercedes-Benz was sure that in 2004 it produced a wonderful engine and put it on almost all of its cars. Mersov specialists fought desperately for this engine and gradually it became better and more reliable, but ... the "sediment" remained.

OM 651

The second place is confidently occupied by the OM 651 diesel engine, 4-cylinder with 16 valves, V-shaped, 204 l / s, with injection and a turbocharger, as well as a constantly decreasing displacement (from 2.5 liters to 1.8 liters since 2011), as this is a modern trend - an increase in power, with a decrease in engine size. Engines with a power of more than 170 l / s were turbocharged, and less with a turbocharger. In addition to the ill-fated timing chain, this engine "suffered" serious problems with injectors and coolant leaks.

Mercedes-Benz in 2011-2012 (OM 651 has been produced since 2008) even went to replace cars equipped with this engine under warranty. Wear and, accordingly, destruction of the dampers constantly led to a drop in power, and if they were not replaced in a timely manner (and replacement is not the cheapest, since it is necessary to change the entire manifold), then a breakdown could occur. And the separation of the damper that was not replaced in time severely damaged the engine.

V-shaped engines produced since 2004

From third to fifth place is occupied by V-engines produced since 2004. This distribution is made on the basis of feedback from mechanics and service station workers who consider “sixes” to be much more reliable than “fours” and, especially, “eights” (since they are shorter than their counterparts V-8 per cylinder, and in 2013 the “specialists” from Mercedes-Benz eliminated all violations of their temperature regime, which made them much more viable). These engines upset their owners right away and “in a big way”, because they love oil and do not live long:

The timing drive "survives" the truth until the hundred thousandth run, but is replaced with the dismantling of the engine itself.
Much earlier, it may be necessary to replace the hydraulic tensioner.
The aluminum coating of engine blocks is very sensitive to everything and lasts half as long as superchargers. Seizures on them appear due to leaking nozzles and “sintering” of the lubricant.
Huge oil consumption, reaching up to one liter per thousand kilometers, due to this "waste".
A significant number of seals used, leak not because of the quality of their material, but increased, by about ¼ temperature, reaching up to 125 degrees Celsius.

Over the years, the diesel-powered Mercedes has had an impeccable reputation and has been the benchmark for durability. A million kilometers? No problem! But with technological progress and the introduction of the Common Rail fuel supply system in the late 90s, the situation has changed. From the good old diesel engine, only the designation OM remained (from Ölmotor - diesel engine in German).

Injection problems

The main drawback is the vulnerable injection system. To a lesser or greater extent, almost any units of the CDI family are forced to face the problem, including the 3.0 V6 introduced at the beginning of 2005 with the designation OM642. It is worth noting that the predecessor also had problems with power supply - a simpler design OM 648 (R6). The service life of the new piezoelectric injectors turned out to be higher, but there are many cases when they failed at a run not exceeding 150,000 km.

Another typical malfunction for a Mercedes diesel concerns the intake manifold. Due to the formation of soot, jamming of the damper mechanism that regulates the length of the intake duct quite often occurs. If you're lucky, you can get away with replacing only one intake manifold - about $ 500. But they can provide both at the same time. In addition, there are cases of failure of the damper control unit. The fact is that it is located in a rather unfortunate place where oil sometimes accumulates. A new item, along with replacement work, will cost about $150. Quite rarely, but still there are problems with the EGR valve.

Pay attention to the turbine!

Often refuses to obey the turbine geometry control electric drive. To reduce the risk of this malfunction, you must regularly turn the engine at high speeds. When moving at low speeds, carbon deposits are not blown out and settle on the controlled elements of the turbine geometry. As a result, moving elements begin to create a lot of resistance. Result? Servo drive failure. The task of repair is complicated by the fact that the designers have integrated the entire control mechanism into the turbine housing.

DPF

You should know that every V6 3.0 CDI is equipped with a particulate filter. In the old versions of 2005-2009, the system is quite simple - to burn the filter, the dose of fuel in the combustion chambers increased. As a result, if the burning process fails, the oil level can rise by several liters - it is diluted with diesel fuel. In more favorable operating conditions (regular highway traffic), the DPF does not create any problems. If necessary, the regeneration process can be initiated using the diagnostic computer. The cost of such an operation outside the official service is about $ 80. You can also replace the cartridge - about $ 300.

The Bluetec versions additionally used an SCR type catalyst (Selective Catalytic Reduction - selective catalytic reduction), which simultaneously performed the DPF function. Its task is to eliminate not only solid particles, but also nitrogen oxides. For effective work in earlier versions, a special preparation was added (fortunately inexpensive) called Adblue (a solution of water and urea). He required replenishment every few thousand kilometers. Later, another solution was applied, and the need to use the product disappeared.

Over the 10 years of its presence, the Mercedes-Benz diesel has gone through several upgrades. The biggest one was made in October 2009, when the injection system was changed and the power was increased (especially for some models). As a result, cars with the same designation 320 CDI, depending on the year of manufacture, differed significantly in power and torque.

Nevertheless, the 3.0 V6 CDI is a good enough motor, provided that one of the elements of the auxiliary equipment does not fail. Unfortunately, in this regard, the situation is slightly worse than that of competitors. However, you can always count on good traction, very smooth operation and acceptable fuel consumption - an average of 9-11 l / 100 km. In vans and SUVs, it is slightly larger.

Depending on the model, the result in the sprint from 0 to 100 km / h also varies significantly. So a heavy 2.4-ton GL needs 9.5 seconds, and a light C-class only 6.

Compact and lightweight

Jeep Grand Cherokee (2005-2011)

Mercedes C-Class (since 2005) - 224, 231 and 265 hp

Mercedes CLS (since 2005) - 224-265 hp

Mercedes E-Class (since 2005) - 190, 204, 211, 231, 252 and 265 hp

Mercedes G-Class (since 2006) - 211-224 hp

Mercedes GLK - 224, 231 and 265 hp

Mercedes ML / M-Class (since 2006)

Mercedes R-Class (since 2006) - 190, 211, 224 and 265 hp

Mercedes S-Class (since 2006) - 235 and 258 hp

Mercedes Viano / V-Class - 224 hp

Conclusion

The engine has become more perfect, but more expensive to repair. In terms of mechanics, there is no reason to criticize, but the ancillary equipment could be stronger. Cars that are out of warranty are best serviced outside of official services.