The 2.2-liter in-line diesel engine Mercedes OM 611 was produced from 1997 to 2006 and was installed both on passenger models, such as W202 or W210, and on Sprinter minibuses. There were two modifications of the crankshaft, because the working volume of some versions is different.
The diesel R4-family includes: OM616, OM601, OM604, OM611, OM640, OM646, OM651, OM654, OM668.
In 1997, the German company Mercedes-Benz introduced its new 4-cylinder diesel engine. It has a cast-iron cylinder block, an aluminum 16-valve cylinder head with hydraulic lifters, a reliable double-row timing chain, and a Bosch Common Rail fuel system with a CP1 pump and simple electromagnetic injectors with a maximum injection pressure of 1350 bar. Turbochargers GT1746S and GT2052S are responsible for supercharging in low-power engine modifications, and advanced versions are equipped with a GT1852V or GTA1852V variable geometry turbine.
There are two generations of this diesel CDI I and CDI II, and they were produced in parallel. The second version has been installed since 2000 and was distinguished by an electric drive for swirl flaps instead of a vacuum one, an updated injection system, an electric heater, and an EGR valve.
|Displacement, cc||2151 / 2148|
|Fuel system||Common Rail|
|Power output, hp||82 – 115 (DE 22 LA red)
125 – 143 (DE 22 LA)
|Torque output, Nm||200 – 250 (DE 22 LA red)
300 – 315 (DE 22 LA)
|Cylinder block||cast iron R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||88|
|Piston stroke, mm||88.4 / 88.3|
|Compression ratio||18.0 – 19.0|
|Timing drive||double-row chain|
|Recommended engine oil||5W-40, MB 229.1|
|Engine oil capacity, liter||6.5 (passenger cars)
|Euro standards||EURO 3/4|
|Fuel consumption, L/100 km (for Mercedes E 220 CDI 2000)
|Engine lifespan, km||~500 000|
The engine was installed on:
- Mercedes C-Class W202 in 1997 – 2001; C-Class W203 in 2000 – 2003; C-Class CL 203 in 2000 – 2004;
- Mercedes E-Class W210 in 1997 – 2002;
- Mercedes Sprinter W901 in 2000 – 2006;
- Mercedes V-Class W 638 in 1999 – 2003.
Disadvantages of the OM611 engine
- The most famous problem of the unit is the burnout of refractory washers under the nozzles. It is advisable to change them every 60,000 km, since in advanced cases, dismantling is not cheap.
- The intake manifold here is equipped with plastic flaps that simply wedge and fall off, and then grease and soot begin to crawl out through the holes of their axles.
- On minibuses with this engine, there is a cranking of the liners or a crankshaft failure due to a drop in lubricant pressure, and many install an oil pump with a pair of gears from OM612.
- On long runs, the high-pressure fuel pump can leak here, the EGR wedges, the pressure regulator fails, and do not forget to fill the fuel filter when replacing it so as not to air the system.