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Mercedes Benz OM601
That OM601- Engine as well as its parallel models OM602 and OM603 are Pre-chamber injection-Diesel engines with four, five and six Cylinders in Row, develops and produces of Daimler Benz for the application with priority into that Mercedes Benz- Vehicles.
These engines solved 1983/1984 the forerunners OM615, 616 and OM617 off. They became in cars, Small transporters and Unimog built by Mercedes since beginning of the 1980er years into million-numbers of items. These engines are this very day on the roads of the world in hundredthousands copies on the way.
This article treats also their follow-up types OM604, OM605, OM606 with four Valves ever Cylinder and OM611, OM612, OM613, OM646, OM647, OM648 with Turbo-loading and Common Rail Direkteinspritzung.
The four-cylinder OM646 is today still built, while the five and six cylinder OM647, OM648 already by that V6 OM642 were replaced.
The contraction „COM “stands for „oil engine “(engine, which is operated with light oil/Diesel) and marks to today the diesel engines of DaimlerChrysler.
Case of need, history
The premiere of the OM601-Motors was 1983 in the new „small “noticing the model 190 D of the series W201. It was still parallel a modern construction compared with in the middle class model W123 further-produced previous diesel engine types OM615, OM616 and OM617. It was easier opposite the OM615 around 49 kg (with oil and water).
The previous engines OM615 and 616 were for that 190D (W201) too largely, above ground structures for the fitting space in the smaller body too and were also decided too heavy. Thus 1983 for this car with the motor type COM 601 appeared the first representative of a new noticing the diesel engine generation, which regarding basic construction and manufacturing equipment until today is current.
First the engine for the model 190 D, with an output of 53 KW (72 HP) and a capacity of 2,0 litres came out, with which in relation to the model for 200 D the achievement of the smaller car was appropriate for the middle class W123 by 9 KW more highly. This engine remained first one year long the only newer type of Diesel, marked however the way, which Daimler Benz with the engines wanted to go constructionally: more easily, more economically, finishing technique improved higher numbers of revolutions.
With the separation of the stronger five and six cylinder with one Model care that would disgust-eat current (conditions 2007) the end of this engine construction row announced itself in the year 2006 without large attention: the newer strong CDI engines in the types 280 CDI and 320 CDI are now V6-Zylinder (OM642) with the advantages of higher torques, better exhaust gas values and more favorable production costs. Also the V8-CDI COM 629 been based on the same engine generation. For the first time since appearance attention of the exciting type 240 D 3.0 (W115) in the year 1974 now no more five-cylinder engine is offered. Its descendants COM 602, 612 and 647 were in many models still some time available, but then Daimler Benz replaced the five and six cylinder row engines by the V6 OM642.
Thus the engine concept of the OM601 seems to run out now gradually and continue momentarily (summers 2007) only in the row four-cylinder OM646. However its days are also counted, because the successor is located already in the starting holes. It will remain however even with newer developments with row four-cylinders, since the V-type is not suitable with only four combustion chambers for reasons of the quiet running.
Extension of the number of cylinders
During introduction of the new middle class, the model row W124 in the year 1984 the four-cylinder engine became OM601 around the variants with five and six cylinders OM602 and OM603 supplemented. Basis model in „would later disgust-eat “renamed middle class became the Mercedes Benz 200 D with the same engine 190 D and later 55 KW (75 HP).
The engines developed in one at the beginning of extremely consistently used building block principle. They became all in the manufacturing Untertürkheim in Neckartal at that Stuttgart City boundary too Esslingen manufactured.
Technical profile
The engines OM601 to 603 of the origin series of 1983/1984 have shunt current gas changes and a obenliegende cam shaft, the two valves per cylinder over bucket tappets also hydraulic valve clearance reconciliation operated. They have clearly reduced weight and dimensions opposite the predecessors. That Engine mount is out Grey cast iron, and that Cylinder head from light alloy. The increased achievement bought with a higher number of revolutions level and a smaller torque rise. The pre-chamber injection of the predecessor engines was maintained in optimized execution. That means, based on at that time already existing competition concepts (e.g. VOLKSWAGEN, Fiatto offer) less achievement to accept and somewhat higher consumption in addition, fewer noises to cause compared with a centrifugal chamber injection. A Direkteinspritzung was built in those years not yet into passenger car, since one could achieve still no acceptable quiet running.
Exemplarily the data of the OM601:
- four cylinders in row, 15° to the right bent
- Drilling 87 mm, stroke 84 mm, capacity 1997 cm3
- Compression 22: 1
- Achievement 53 KW/72 HP (later 55 KW) with 4600 rpm
- Torque 123 Nm with 2800 rpm (later 126 Nm with 2700 to 3550 rpm)
- Maximum permissible engine speed 5150 rpm
The other engines OM602 and OM603 differ only by the larger number of cylinders. All basic dimensions, and also Zylinderbohrung and stroke, are alike. They have also the same litre achievement and almost the same process of the torque curve. All pistons, piston rod, pre-chambers and injection nozzles are identically constructed. The capacity of each single cylinder amounts to scarcely 500 cm3. The five-cylinder carries 66 KW (90 HP) with 2,5 litres capacity for the model 250 D (later 69 KW), and for the six cylinder out with 3,0 litres capacity first 80 KW (109 HP) in the model 300 D, later 83 KW.
All engines of the row OM601 - OM603 can be operated, without any changes, with bio Diesel from vegetable oils.
There were it at first only as suction engines, later then also with turbo-loading. For transporters and the industrial engine employment there were versions with 15% of more piston displacements. The increased six cylinder engine with turbo-loading (3.5 litres) was inserted later partly also into the passenger car of the S-class (350 SD for the USA).
Door-bad
On the basis of the five and six-cylinder then turbo-Diesel variants developed. They had a remarkable characteristic in the passenger cars: you „breathing need “were so large that the normally blocked air sucking in in the engine compartment did not function according to Daimler Benz. A young development engineer energized, to the remarkable characteristic of „Kiemenschlitzen“in the front right Fender to seize.
„The smaller “Mercedes 190 D of 2,5 turbo-five-cylinders one spendierte six Kiemenschlitze; one gave five Kiemenschlitze to the larger Mercedes 300 D turbo-six cylinder, in each case in the right front fender before the wheel arch. The smaller engine carries with turbo 93 KW (126 HP), the large three-litre first 105 for KW out (143 HP), later on 108 KW increased. Later also suction Diesel models with Kiemen were delivered.
Diesel in Coupés and in the S-class
The three-litre turbo engine was then also for with dignity found to propel the S-class as well as for the export into the USA also the middle class Coupe with the model name 300 CD. Both measures, with which one arising at that time Fleet consumption regulations in the USA to become fair tried, whose missing could have meant a sales stop for the entire noticing the passenger car pallet in the lucrative American market. Daimler Benz had to thus do something; they did something, whose result became to withhold first still some years from the Europeans long: To build Diesel into Coupés and in vehicles of the S-class.
Use COM 601 (four-cylinders)
- 2.0 litres (1997 cm ³), type COM 601 D 20 with 52-53 KW
- 2.3 litres (2299 cm ³) in Small transporters and as Industrial engine
- COM 601 D 23, suction engine, in transporters 58 KW
- COM 601 A-2.3, turbo-loaded, in transporters 71 KW
- Mercedes Unimog
- Installation engines:
Use COM 602/OM 605 (five-cylinders)
- 2.5 litres (2497 cm ³) type (COM 602 D 25)
- 2.5 litres (2497 cm ³) type (COM 602 D 25 A)
- 190 D turbo (W201), 90-93 KW, 1986-1993
- 250 D-turbo, E of 250 turbo-Diesels (W124) 83-93 KW, 1986-1995
- C of 250 turbo-Diesels (W202), 110 KW, 1993-2001
- 2.5 litres (2497 cm ³) type (COM 605 D 25) with four-valve technology
- C of 250 Diesels (W202), 83 KW, 1993-1996
- E of 250 Diesels (W124), 83 KW, 1993-1996
- 2.9 litres capacity-extended version type (COM 602 DE 29 LA)
List of types of the OM602 Mercedes five-cylinder diesel engine
| Model name | Construction period | Type code: OM602… | Achievement in KW (HP) |
| COM 602.xxx (five-cylinder Diesel) | |||
| W201 190,2,5 D. & 250 D | 04/1985 - 06/1993 | .911 &,912 &,930 & .931 | 66 (90) (<'89) or 69 (94) (>'89) |
| G-class 250 GD 4x4 | .938 & .939 | ||
| 210 & 310 & 410,2.9 D. | 10/1988 ->? | .940 & .942 | 72 (98) or 75 (102) |
| G-class 290 GD 4x4 | .946 & .947 | ||
| W201 190,2,5 turbo-Diesels & W124 250D turbo | 01/1987 -> 1993 | A.961 & A.962 | 90 (122) (<'88) or 92 (126) (>'88) |
| Sprinter 2.5 turbo- D. | A.963 | ||
| 212D & 312D & 412D & Sprinter 2.9 TD. | 02/1995 -> 04/2000 | A.980 & A.986 | 90 (122) |
| G-class 290 GD turbo-Diesel 4x4 | 07/1997 -> 09/2000 | A.983 | 88 (120) |
| W210 E290 turbo-Diesel | 03/1996 -> 07/1999 | A.982 | 95 (129) |
Use COM 603/OM 606 (six cylinder)
- 300 D/E of 300 Diesels (W124) 1984-1995
- 300 D-turbo/E of 300 turbo-Diesels (W124) 1986-1995
- 300 CD turbo/E of 300 turbo-Diesels (W124) 1986-1995
- 300 SD-turbo (W126) 1986-1995
- as suction engine at first with 80 KW, later with 85 KW, last 100 KW
- as turbo with 105, then 108 KW
- capacity-extended version with 3,5 l
COM 604 to 606
The pre-chamber engines became later with four Valves for each cylinders provide and received the designations OM604 to OM606. Starting from 1993 first OM605 and OM606 (E of 250 Diesels and E of 300 Diesels) were built as suction engines into the middle class passenger cars W124, where parallel far Zweiventiler as turbo engines were used. The Diesel entrance model of the W124, the E of 200 Diesels, kept further the OM601. The OM604 had contrary to the OM605 and OM606 larger values for drilling (89 mm) and stroke (86,6 mm) and thus 2155 cm3 Capacity. He came for the first time 1993 in the new C-class W202 to the employment and had as only noticing the Diesels a distributor-type injection pump of Lucas instead of the legendary and for its robustness admitted row series of Bosch. These Lucas injection pumps had and to have substantial problems in quality, so that the also over 2000 € very expensive exchange of the injection pump to today about all 100,000 to 200,000 km is necessary. Starting from 1995 there was to OM605 and OM606 also as turbo-Diesel.
The suction engines OM604 to 606 carried 70/83/100 KW out with 5000 rpm and furnished a torque of 150 (3100-4500 rpm)/173 (2000-4600 rpm)/210 Nm (2200-4600 rpm).
Transition model 2,9-l-Fünfzylinder
An exception position has the five-cylinder motor type OM602 DE 29 LA with 2,9 l capacity, blocked in the initial years would disgust-eat W210, with turbo-loading and load air cooling. This was the first noticing the passenger car engine with Direkteinspritzung, however still without Common Rail system (CDI) and four-valve technology. Despite pilot injection and very reserved achievement interpretation the engine had the loud noise picture of a direct A SPLASh of the first generation. Only through plentifully damming material could be moderated the noise level. The engine was blocked in would disgust-eat W210 with 95 KW (129 HP), in that G-class with 70-88 KW (95-120 HP) and in Sprinter- Small transporters with 90 KW (122 HP).
The turbo engine OM602.982 carried 290 turbo-Diesels out 95kW in the W with 4000 rpm and has a torque of 300Nm (1800-2300 rpm).
Further development until today
Finally those followed until today (conditions summer 2007) essentially blocked Common Rail engines COM 611/612/613 as four, five and six cylinder with 2,2, 2.7 and 3.2 litres capacity. There were these engines from the outset only as turbo and with four valves for each cylinders. They were modified in the course of the years again, the new designations read since the COM 646/647/648. For capacity remained the same almost, only the achievement increased slightly.
Meanwhile the five and six cylinder were replaced from the new V6-Dieseln COM 642. The Vierzylinder CDI is further in the program, becomes however still 2008 at least in many models, from the new OM651 replaced. Direkteinspritzung, two obenliegende cam shafts, four valves for each cylinders and turbo-loading with load air cooling is common to all.
COM 611/OM 646 (four-cylinders)
The COM 611 with the exact designation (COM 611 DE 22 LA) CLK from 1998 to 2003 in the passenger cars of C, and would disgust-eat begun and beyond that is blocked it in the Sprinter, Viano and Vito. The 2.2 litres turbo-diesel engine has a capacity of 2148 cm ³, stroke amounts to 88.3 mm and drilling 88 mm, is equipped with four valves per cylinder and a BOSCH Common Rail inject system. Besides the engine has a supercharger with variable turbine geometry, recycling of exhaust gases (AGR) and a channel disconnection for the change of the inlet spin.
It was offered in each case with the passenger car models with two performance levels (model designation 200 CDI and 220 CDI). In the COM 611 with 75-105 KW (102-143 HP) and in the modified COM 646 with 90-110 KW (122-150 HP). Starting from 2007 the achievement was increased again on 100 KW (136 HP) in 200 CDI and on 125 KW (170 HP) in 220 CDI. With the transporters the engine (COM 611 DE 22 LA) is available also with the achievements 60 KW (82 HP), 80 KW (109 HP) and 95 KW (129 HP).
COM 612/OM 647 (five-cylinders)
The 2.7 litre row five-cylinders is used into the C/CLK/E and ML-class as well as in the Sprinter. There the COM 612 engine carries 120-130 KW out (163-177 HP) and in the Sprinter 115 KW (156 HP). AMG a special version for the C-class made, the C30 CDI with the engine designation COM 612 DE 30 LA from 2003-2005. This has the output of 170 KW (231 HP) and 3.0 an l capacity. The engine becomes of Ssangyong to Korea still under license manufactured, moreover the OM612 is supplied on special desire still in the G-class.
In (W211) the row five-cylinder would disgust-eat OM647 first as E270 CDI with 130 KW (177 HP) was offered and starting from 2004 by a row six cylinder OM648 equipped with particle filter supplemented. This carried the designation E 280 CDI and had a throttled 3.2 litre engine with an achievement of likewise 130 KW (177 HP). This was replaced then 2005 of more modern 3.0 litres the V6-CDI OM642 with 140 KW (190 HP), the model designation “E 280 CDI” remained existing.
COM 613/OM 648 (six cylinder)
The 3.2 litres CDI Reihensechszylinder carried 145 KW out (197 HP) in the OM613 and by the OM648 with 150 KW (204 HP) was replaced. The OM648 was starting from 2004 briefly as throttled version in would disgust-eat as 280 CDI in the sales. This engine supplemented the five-cylinder COM 647, which there was not at that time with particle filter. The E 280 CDI carried just as 130 KW out (177 HP) and had the DPF in series.
Since 2005 the new V6-CDI replaces COM 642 the old row five and six cylinder. The capacity of the new diesel engine amounts to 3.0 litres, nevertheless remained the same the type designations E 280 CDI (140 KW, 190 HP) and E 320 CDI (165 KW, 224 HP).
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