Engine Mercedes OM647

The 2.7-liter 5-cylinder in-line Mercedes OM647 engine was produced from 2002 to 2005 and was installed on the E-Class model in the W211 body and only on the pre-styling modification.

The diesel R5-family includes: OM617, OM602, OM605, OM612, OM647.

OM647 uses five cylinders. The engine is operated with a VGT or VNT turbocharger. The boost pressure is up to 1600 bar. There are 2 camshafts on the motor, the drive is carried out using a timing chain. There are 4 valves per cylinder, adjustable by pushers. There is an electronically controlled EGR valve. The control unit also controls the fuel pump, and the fuel is supplied metered.

Pre-injection, which means that a small portion of the fuel is burned before the main process. This makes it possible to heat the chamber, which contributes to a quick start and warm-up of the motor. Of course, the temperature regime and the pressure parameter are better maintained. Some modifications of these engines are equipped with a balance shaft rotating opposite the crankshaft at a higher speed.


Production years 2002-2005
Displacement, cc 2685
Fuel system Common Rail
Power output, hp 177
Torque output, Nm 400
Cylinder block cast iron R5
Block head aluminum 20v
Cylinder bore, mm 88
Piston stroke, mm 88.3
Compression ratio 18.0
Features no
Hydraulic lifters yes
Timing drive chain
Phase regulator no
Turbocharging VGT
Recommended engine oil 5W-40
Engine oil capacity, liter 6.5
Fuel type diesel
Euro standards EURO 4
Fuel consumption, L/100 km (for Mercedes E270 CDI 2003)
— city
— highway
— combined
Engine lifespan, km ~330 000
Weight, kg 215

The engine was installed on:

  • Mercedes E-Class W211 in 2002 – 2005.

Disadvantages of the OM647 engine

  • The main problems of this diesel engine are related to Common Rail fuel equipment.
  • The reason for the airing of the system here is most often the drying of quick releases.
  • It is necessary to change the refractory washers after dismantling the nozzles or they will coke.
  • Due to soot, the dampers of the variable intake manifold geometry are often wedged.
  • In terms of electrics, the camshaft position sensor and the crankshaft position sensor often fail here, and the injector wiring burns out.

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