Mercedes-Benz OM611 engine
Content
This is an in-line "four" running on diesel fuel. Produced by Mercedes-Benz in the period 1997-2006. The motor replaced the obsolete aspirated OM604.
Description of the power unit
The OM611 first debuted on a C-class model. Its volume was originally 2151 cm3. Subsequently (1999) it was reduced to 2148 cm3. The power and torque of the new unit significantly exceeded those of its predecessor OM604. At the same time, fuel consumption decreased.
At the beginning of the new millennium, the OM611 migrated under the hoods of the Mercedes Sprinter and W203. 6 years later, the production of the motor ceased. Here are the technical capabilities of this engine:
- four-cylinder layout;
- common rail injection system;
- the presence of an intercooler;
- two overhead camshafts;
- 16 valves;
- presence of a turbocharger;
- use of an oxidizing catalyst.
| Engine displacement, cc | 2148 |
| Maximum power, hp | 102 – 125 and 122 – 143 (turbo) |
| Maximum torque, N * m (kg * m) at rpm. | 235 (24) / 2600, 300 (31) / 2600 and 300 (31) / 2500, 300 (31) / 2600, 315 (32) / 2600 (turbo) |
| Fuel used | Diesel fuel |
| Fuel consumption, l / 100 km | 6.2 – 8.1 and 6.9 – 8.3 (turbo) |
| engine's type | Inline, 4-cylinder |
| Cylinder diameter, mm | 88 |
| Maximum power, h.p. (kW) at rpm | 102 (75) / 4200, 125 (92) / 4200, 125 (92) / 4400 and 122 (90) / 3800, 125 (92) / 4200, 143 (105) / 4200 (turbine) |
| Supercharger | Turbine |
| Compression ratio | 22 and 18 - 19 (turbo) |
| The piston stroke, mm | 88.4 |
| CO2 emission in g / km | 161 – 177 |
| Displacement: 2151 cu. cm. | ||
|---|---|---|
| OM 611 DE 22 LA ed. | ||
| Power and torque | 60 kW (82 hp) at 3800 rpm and 200 Nm at 1400–2600 rpm; 80 kW (109 hp) at 3800 rpm and 270 Nm at 1400–2400 rpm; 95 kW (129 hp) at 3800 rpm and 300 Nm at 1600–2400 rpm | 60 kW (82 hp) at 3800 rpm and 200 N·m at 1400-2600 rpm; 75 kW (102 hp) at 3800 rpm and 250 N m at 1600-2400 rpm |
| Years of production | 2000-2006 | 1999-2003 |
| Cars in which it was installed | Sprinter 208 CDI, 308 CDI, 408 CDI; Sprinter 211 CDI, 311 CDI, 411 CDI; Sprinter 213 CDI, 313 CDI, 413 CDI | Vito 108 CDI, Vito 110 CDI, V 200 CDI |
| code number | 611.987 and 611.981 | 611.980 network. |
| OM 611 EN 22 LA | ||
| Power and torque | 75 kW (102 hp) at 4200 rpm and 235 Nm at 1500-2600 rpm | 90 kW (122 hp) at 3800 rpm and 300 Nm at 1800-2500 rpm |
| Years of production | 1999-2001 | 1999-2003 |
| Cars in which it was installed | C 200 CDI | Vito 112 CDI, V 220 CDI |
| code number | 611.960 network. | 611.980 |
| OM 611 DE 22 LA ed. | ||
| Power and torque | 92 kW (125 hp) at 4200 rpm and 300 Nm at 1800-2600 rpm | 75 kW (102 hp) at 4200 rpm and 235 Nm at 1500-260 rpm |
| Years of production | 1999-2001 | 1998-1999 |
| Cars in which it was installed | C 220 CDI | C 200 CDI |
| code number | 611.960 | 611.960 network. |
| OM 611 EN 22 LA | ||
| Power and torque | 85 kW (115 hp) at 4200 rpm and 250 Nm at 1400-2600 rpm | 92 kW (125 hp) at 4200 rpm and 300 Nm at 1800-2600 rpm |
| Years of production | 2000-2003 | 1997-1999 |
| Cars in which it was installed | C 200 CDI | C 220 CDI |
| code number | 611.962 network. | 611.960 |
| OM 611 DE 22 LA ed. | ||
| Power and torque | 105 kW (143 hp) at 4200 rpm and 315 Nm at 1800-2600 rpm | 75 kW (102 hp) at 4200 rpm and 235 Nm at 1500-2600 rpm |
| Years of production | 2000-2003 | 1998-1999 |
| Cars in which it was installed | C 220 CDI | E 200 CDI |
| code number | 611.962 | 611.961 network. |
| OM 611 EN 22 LA | ||
| Power and torque | 85 kW (115 hp) at 4200 rpm and 250 Nm at 1400-2600 rpm | 92 kW (125 hp) at 4200 rpm and 300 Nm at 1800-2600 rpm |
| Years of production | 1999-2003 | |
| Cars in which it was installed | E 200 CDI | |
| code number | 611.961 network. | |
| Power and torque | 105 kW (143 hp) at 4200 rpm and 315 Nm at 1800-2600 rpm | |
| Years of production | 1999-2003 | |
| Cars in which it was installed | E 220 CDI | |
| code number | 611.961 | |
Disadvantages of the first generation OM611
Due to the high output of the new engine, very little heat was generated. As a result, the interior of the car was left without sufficient heating. To eliminate this flaw, manufacturers began to install separate Webasto heaters. However, this was only done with the second generation CDI. The liquid stove was connected automatically, through a sensor that regulates the temperature in the cabin.
At first, the Bosch Common Rail fuel system functioned through a single manifold. The pressure was provided by the injection pump, after which the combustible mixture entered the combustion chambers under a pressure of 1.350 bar. To increase the resource of the turbine driven by exhaust gases, a sensor was provided that regulates air pressure. However, its functions were not enough, and a turbocharger with an adjustable blade position was introduced on the second generation of engines.
Typical motor malfunctions
Coking of injection nozzles is almost the most common problem with this engine. The reason is the poor quality of the repair. When new nozzles are installed after dismantling, they are often placed on old washers and fixing bolts. The latter are generally provided for once, as they tend to "stretch" over time. Obviously, such fasteners are unable to provide reliable fixation, which, along with the destroyed washers, provide conditions for the formation of coke. In addition, such fasteners impair heat dissipation and contribute to the rapid failure of parts. A preventive measure against this malfunction will be periodic listening for the passage of exhaust gases through the nozzle sockets.
The second difficulty is related to the replacement of glow plugs. It occurs, as a rule, due to ignorance of the timing of maintenance. It is necessary to unscrew the candles and nozzles regularly and in a timely manner, lubricate them with a special paste. If this is not done, the parts will firmly freeze in their nests, and it will be very difficult to remove them. It is possible that you will need to drill candles from the cylinder head - this, unfortunately, is the difference between the OM611 engine.
Finally, the third malfunction is related to the timing chain. She walks for a short time, about 200 thousand kilometers.
Other minor problems.
- The electrical wiring of the injectors is located on the valve cover, therefore, over time, it tends to fray, causing a short circuit to the body and to each other.
- The turbocharger pressure sensor may spontaneously switch off due to mechanical breaking of the wiring.
CDI motors
Mercedes is not only one of the pioneers of diesel engineering, but also a pioneer of the Common Rail era in the creation of passenger diesel engines. The first CDI engine, equipped with an advanced injector, debuted back in 1998. This was the OM611 - a four-cylinder 2,2-liter unit with a 16-valve cylinder head. The series had several modifications: the weakest was OM611DE22A, installed on the Vito 108, and the most powerful was OM611DE22LA, which developed 122 hp. With.
New units with CDI were added later. These were: 2,7-liter OM612 DE22LA, developing 170 hp. With. and the most powerful 3,2-liter turbodiesel OM613 DE32LA, developing 194 horses.
In 2002, a new version of the 2,2-liter CDI power plants is released. This is OM646. And a year later, the 2,7-liter CDI is replaced by the OM647 - a turbodiesel engine. At the same time, the most powerful engine at that time was introduced - a 260-horsepower, 4-liter and 8-cylinder OM628.
Modern CDI turbo diesel engines with Common Rail injection system most often suffer from faulty regulators and injectors. Experts also call failures in the operation of the valve that turns off the fuel supply a common problem.
| Lawyer | I read the forum, .. I own a year cdi 220 98, while problems 2-smoke when “sneaker on the floor” and when 15 liters of solarium remains it stalls until you pour more. everything else suits. I read “terrible things” about water in the hut and so on .. so here are some thoughts - how reliable are these engines? |
| Leo734 | I also have 611. 960. Good engine. But! After 12 years of operation, no matter how you take care of it, natural wear and tear occurs. I read that it’s not worth capitalizing them, firstly, it’s expensive, and secondly, it doesn’t always work out well. There are special liners on the knee, I forgot what they are called correctly, in short there are three layers of soldering. In our region, the capital of such an engine costs 55 rubles, this is just work, if you capitalize everything wisely, it will probably come out more than 100 rubles. And the problems (smoke when slippers on the floor) must be solved. There is a forum about it. And about the 15l solarium, there is also: there is a pump in the tanks, you need to look at it (I saw a photo report) |
| Dimonka | Here, probably, it is necessary to judge not by age, but by the mileage I have 312 thousand (I don’t know my native one) there are no special problems, ugh 3 times. |
| Lawyer | mileage something 277, but it's twisted anyway |
| Dimonka | I've already dried out a quarter of the tank twice, the sensors are also lying, but this does not affect the reliability of the engine |
| Sergey K | There was a C220CDI 125 horses, 2000, the mileage upon purchase was 194 thousand, the engine was 611.960 taken from Germany, it was owned for 4 years when it was sold, it was 243 thousand . It also smoked sometimes, it is treated: 1. air filter (changed every 5000 thousand km) 2. Cleaning the damper (how much dirt and soot was there, after cleaning the car “came to life” and “flew”) 3. USR valve. Consumption in summer 6-7 liters |
| Lawyer | about the valve, it is muffled, i.e. the hole from the exhaust manifold to the inlet to the inlet is plugged. But then there should be no more smoke, because. exhaust gases are muffled (this is necessary for an environmentally friendly class) the filter only changed the damper .. cleaned it at the beginning of last summer, but it still smoked evenly ... suspicion of solarium overflow |
| MercoMen | There is no pump in gasoline or diesel engines. In gasoline, the reverse is squeezed out from one half to the other, as in a diesel engine, I don’t know. I had a rolled motor, when they took off my head they said that the mileage was about 600-700 thousand, on the tidy 380 but the tidy is not from this car. Capitalka in St. Petersburg 125 thousand 130 used motor from Europe |
| Pavel1976 | There is no “reliability” for CDI motors. They are much more complex and finicky than gasoline ones. Anyone who buys CDI in the hope of saving money runs the risk of getting caught. It would seem that diesel consumes less fuel, and it costs less. But now the cost of diesel fuel is approaching the price of the 95th gasoline. Less expense? Yes, but the price of one nozzle reaches 16000 rubles, the injection pump is 30000, the turbine is from 30000, the cylinder head is about 45000. And if the injection pump rarely breaks, then nozzles and turbines still have to be changed quite often, although this does not apply to a greater extent to passenger cars , but to the Sprinter trucks. Apparently, the load on the motor is more. |
| Lawyer | I already have crankcase gases, so I’m thinking what to do .. fill in the additives. ride for a year and sell? |
| Dimonka | The reliability of the engine is not in the cost of its repair, IMHO, but in how much it goes through this very repair. |
| Leo734 | If the valve is muffled, then your turbine is not working either, there is also a damper in the turbine, in the exhaust volute. when you give gas, it closes and the exhaust spins the impeller to awesome speed, respectively, air is pumped. And the car is rushing, there is no equal |
| Dmitriy9871 | The prices for repairs are just crazy, the fifth hands or something, the injectors are repaired at $150 one, you just need to keep an eye on them, the fuel injection pump is nothing to break, but everything has its own life, the turbine is there for gasoline engines, and the care for it is the same. I would like to note the mileage, I was always amazed in Germany, diesel cars from 2000 onwards. has mileage from 300 to 600 thousand km, and we have everything from 150 |
| Igor Svap | Then I was very lucky. I bought a 604 engine with a Lukas injection pump for 1,5 thousand dollars, an estimated mileage of 250-300 t.km |
| Lar | this is 604, and 611 is much more expensive |
| MercoMen | yes, when I found out all this, ofigel from prices, you can order through Kalingrad for 75 without attachments with one hundred percent prepayment and wait for it for about 2 months |
| Igor Svap | 604th without attachments, only with injection pump - one and a half + gave a hundred for the removal and installation of PY SY, They asked for 500 oyro for the injection pump |
| Samson | Personally, I am satisfied with the 611m. It is clear that with high mileage, shortcomings appear. And so it’s great, I didn’t expect such agility from a diesel engine. Every movement has flaws. with great mileage. Once upon a time there were Magiruses, they say these were cars. I worked in the north in the 90s, we had a couple of pieces, one elderly man walked by and bowed (really bowed), says: “We need to take off our hats in front of these cars” 12-14 years did not climb into engines at all, but these are trucks that worked just for wear. |
| Gray | You just need to keep an eye on it, especially the damper. There is a damper that regulates the air flow; there is an EGR valve on it. A rubber pipe comes out of the turbine (the turbine is to the left of the engine), goes down and passes inside the front bumper, enters the intercooler (located in the middle of the front bumper), comes out of it and rises to the top on the right side of the radiator and approaches the damper (it is attached to through a regular clamp) You remove the clamp, pull off the pipe and look at the valve in what condition it is; if it is dirty (and this is 100%, if no one has cleaned it) you remove it along with the EGR valve since it is on it (it looks like: round flat crap) By the way, the intercooler can also affect the black exhaust from the silencer. |
| Leo734 | There are 4 more after it. But it is necessary to remove the collector. If the turbine drives oil, then they coke up like that, and they also break. I made it out of 10r, it turned out well |
