Mercedes-Benz OM605 engine
The OM605 diesel five occupies a middle position between the four-cylinder OM604 and the six-cylinder OM606. Produced in the period 1993-2001, equipped with an ERE control system. The turbocharged version was equipped with a Garrett-type compressor. The debut of the motor took place on the Mercedes class C - W202.
Engine description
The OM605 diesel unit, like its counterparts in the series, has become the last prechamber engine in the history of the German company. All engines of this diesel family practically did not differ structurally from each other. The cylinder block is cast iron, the heads are 4-valve, aluminum type. Separately, it is worth highlighting the high-pressure fuel pump of a mechanical type.
The ERE system was not always used on this power unit. So, on a W124 car, a version with a Bosch mechanical supercharger was used. OM605 had several modifications. They differed in power and torque, as well as years of production.
| Working volume, cubic meters cm | 2497 |
| Power and torque | 111 HP at 5000 rpm and 170 Nm at 2800 rpm |
| Years of production | 1993 – 1995 Feet |
| Vehicle in which it was installed | W202 C 250 D |
| Working volume, cubic meters cm | 2497 |
| Power and torque | 111 HP at 5000 rpm and 170 Nm at 2800 rpm |
| Years of production | 1993 – 1996 Feet |
| Vehicle in which it was installed | W124 E 250 D |
| Working volume, cubic meters cm | 2497 |
| Power and torque | 111 HP at 5000 rpm and 170 Nm at 2800 rpm |
| Years of production | 1996 – 1998 Feet |
| Vehicle in which it was installed | W210 E 250 D |
| Working volume, cubic meters cm | 2497 |
| Power and torque | 148 HP at 4400 rpm and 280 Nm at 1800 rpm |
| Years of production | 1995 – 2001 Feet |
| Vehicle in which it was installed | W202 C 250 Turbodiesel |
| Working volume, cubic meters cm | 2497 |
| Power and torque | 148 HP at 4400 rpm and 280 Nm at 1800 rpm |
| Years of production | 1997 – 1998 Feet |
| Vehicle in which it was installed | W210 E 250 Turbodiesel |
Advantages and disadvantages
Most experts agree that the described engine, although it is low-power, cannot withstand heavy loads during operation. This, in particular, explains its reliability - it easily withstands a 500-mile run without major repairs, and with timely maintenance - and twice as much.
As with other analogues of the series, a minimum of electronic devices have been used here. As a result, there are no heaps of problematic sensors and regulators on the OM605, which explains the absence of various errors.
You can fill the engine with diesel fuel of almost any quality. The main thing is that it does not contain water. The engine was successfully designed in this regard, and today you can use any fuel that says the word "diesel".
As for the shortcomings, there are few of them:
- fear of overheating
- high sensitivity to the moisture content in diesel fuel,
- the complexity of repairing the injector.
Overheating threatens to crack or burst the cylinder head. High moisture content in the fuel - a breakdown of the entire cylinder-piston group. And the Lucas injection system was initially assembled extremely poorly, which explains the difficulty of the repair.
| Engine displacement, cc | 2497 |
| Maximum power, hp | aspirated: 113; turbo: 150 |
| Maximum torque, N * m (kg * m) at rpm. | aspirated: 170 (17) / 2800; turbo: 280 (29) / 1800; 280 (29) / 3600 |
| Fuel used | Diesel fuel |
| Fuel consumption, l / 100 km | aspirated: 8.1; turbo: 7.3-8.7 |
| engine's type | Inline, 5-cylinder, SOHC/OHC |
| Injection | split chamber engine |
| Enrichment of the mixture | turbo/charge air cooler |
| Valves in the engine | 20 |
| Cylinders in the engine | 5 |
| Cylinder diameter, mm | 87 |
| Maximum power, h.p. (kW) at rpm | aspirated: 113 (83) / 5000; turbo: 150 (110) / 4400 |
| main gear | chain |
| Supercharger | Garrett |
| Rotational speed | RPM 4400 |
| Torque | 280 Nm |
| Compression ratio | 22 |
| The piston stroke, mm | 84 |
| What cars were installed | C-Class: restyled 1997 sedan 1st generation W202 (03.1997 - 02.2000) / station wagon 1st generation S202 (03.1997 - 02.2001) / station wagon 1st generation S202 (03.1996 - 02.1997) / sedan 1st generation W202 ( 03.1993 - 02.1997); E-Class: estate, 2nd generation, S210 (03.1996 - 06.1999) / sedan, 2nd generation, W210 (05.1995 - 07.1999) |
| Ivan OM | greetings to all !! people tell me there is a 602 turbo, but probably before me it was a little staggered or even scrapped .. after reading the information, the idea arose to install a 605 turbo .. who did this, what are the nuances ??? special dope is unnecessary |
| Cannibal | You will need to install your own pump and the gas drive will somehow be tricky. According to the mind, you still need to wind the feed on the pump. |
| Gri Dobri | how many inches I picked up here and thought there was no 605 turbo and no |
| 140 TDI | 1) The injection pump is installed from 602TD, without any increase in the nominal fuel supply, if possible, before installation, it is desirable to adjust the uniformity of supply in sections on the stand. 2) Turbine pressure control (bypass) must also be used from a turbine from 602TD. |
| Ivan OM | does the fuel itself need to be wound up? I'm interested in the difference in dynamics and fuel consumption with such a rework, that is, the game is worth the candle or you can find a live 602td or just install 605 or 606 and not strain with the turbine |
| Gri Dobri | don’t forget that when changing the engine you will have to change: the gearbox; korobas?; exhaust; CV joints?; cardan?; but you’re unlikely to find a live turbo 2.5 and you can’t repair the old one. look for 2.5 without turbo. change the gearbox. the simplest and most inexpensive option. the truth about the dynamics then after the turbo |
| Vaska Belarus, Baranovych | The question is why change this? One five-cylinder engine changes to another five-cylinder. The fastening of the pants to the turbine does not match, something needs to be done with the intercooler. The pump remains its own (605 turbos were only with electronic pumps), put it on the stand, add the flow, improve the gas draft. 605 is easier to find live, they were produced until 2000. The option without a turbo is very dull. |
| 140 TDI | The exhaust is digested without problems, you don’t need to add fuel to the pump, just adjust the pump to its factory settings lost during operation, you can not install the intercooler at all (the power loss from this will be small), it’s UNNEEDED to change the box, cardan shaft, or gearbox. After such an alteration, the power of 605 will be more than 602, but at the same time it will be a little more economical than 602. You can also make a cap without any problems. repair 602TD, but you need to count on $ 2.5-3.5 thousand, depending on the condition of the motor, these motors run well after repair, even with non-original spare parts. A BU motor is a pig in a poke. |
| Cannibal | In the injection pump from 602 plungers with a diameter of 5,5 mm, in 605 - 6 mm. I don’t have exact information (not yet - I downloaded ESI Tronic, but haven’t installed it yet), but on the Internet I met the following numbers: 603.960 has a cyclic feed on the plunger 49, 606.962 has 65. Since these motors differ from 602/605 by the presence of more one cylinder with a sufficient degree of confidence, it can be argued that they are also applicable here. |
| 140 TDI | Since the intercooler is unlikely to be installed (there is practically no place for it in 124) and, as the owner says, “you don’t need to do anything special” fuel can not be added, the power will be more than 602 td. But then there will be savings and clean exhaust. |
| Ivan OM | I’m interested in the opinion of the people themselves who did it and how it happened !!! I have two 2.5 engines and they drive one without a turbo, the other with a turbo. Which was killed very much with a turbo before me. removed the oil cooler poduubili motor gear 2.65 and automatic identity. the motor can and can be restored to its normal state, but this time, if you remove it for repairs, then put another one over it instead. |
