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.
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.
|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|
|Recommended engine oil||5W-40|
|Engine oil capacity, liter||6.5|
|Euro standards||EURO 4|
|Fuel consumption, L/100 km (for Mercedes E270 CDI 2003)
|Engine lifespan, km||~330 000|
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.