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#31
11-19-2006, 04:27 AM
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OM636
Please reference this thread for a full explanation of what the engine numbers mean.
Herein, you will see various references to the letter W followed by a 3-digit number (i.e. W123, W126, W210, etc). These are chassis numbers used primarily internally by M-B, but are also commonly used on various websites, so it's a good idea to at least know the chassis number of the vehicle you own or are thinking about buying. The full chassis number is actually 6 digits, with the last three digits differentiating between various sub-bodystyles and engine offerings. More details on that below. Also, take a look here. Note that the chassis number is unique to a specific bodystyle; for instance, a W126 is the chassis number for the S-class sedan built between 1981 and 1991, but a 1992 S-class is a W140 chassis. (confused yet?) The model number you see on the trunk usually refers to the engine size (a 240D, for example, indicated a 2.4l engine), with the letter at the end indicating a specific engine characteristic. “D” means “diesel”, “E” essentially means an EFI gas engine, and no letter at all indicates a carbureted gas engine. Other letters used in the suffix (usually in conjunction with the aforementioned letters) have various meanings. For instance, “T” (“touring”) indicates a station wagon (NOT turbo), “S” (S-Class) indicates a full-size car, “C” indicates a coupe, “SL” indicates a convertible roadster (you won’t find an “SLD”, though), etc. I'll start with the midsize car, since they're the most common. There was not originally a letter suffix associated with the midsize car, but after EFI gasoline engines were introduced, the letter “E” began being used on gasoline-powered models. After the vehicle model numbers were revamped in 1993 or so, the “E” was affixed to all midsize cars, and the midsize car is known today as the E-class. W120/121 These cars are known as the “Pontons”, the nickname comes from the German word for "pontoon" and refers to one definition of pontoon fenders. These cars were sold between 1953 and 1962. Engines were mated to, I believe, 4 speed column-shift manual transmissions, and while these cars were fairly basic even by 1950’s standards, they were considered the epitome of reliability at the time, and were cherished by people in spite of the lethargic performance acquired from the engines that were rated at around 60 horsepower. The model numbering system is unique in these cars in that a lower-case letter was used to denote series improvements. A few other M-B chassis in the late 1950’s used this as well, but it disappeared in the early 1960’s. Cars built in this chassis include: * 180D and 180Db: W120.110 chassis, powered by an OM636.930 engine (see above). Built between 1953 and 1961. Curb weight: 2508 lbs. * 180Dc: W120.110 chassis, powered by an OM621.914. Built between 1961 and 1962. Curb weight: 2508 lbs. * 190D and 190Db: W121.110 chassis, powered by an OM621.910. Built between 1959 and 1961. Curb weight: 2670 lbs. W110 Much like the W120 and W121 Pontons, the “Fintail” or "Heckflosse" W110 was considered reliable if lethargic, coupling comparatively small engines to 4 speed column-shift manual transmissions and built to very basic standards. M-B was behind the times in that they introduced small “fins” to their cars after fins had largely gone out of style in America, with the W110 being one of the only M-B’s to sport this design. The W110 was built between 1962 and 1968. Cars built in this chassis include: * 190Dc: W110.110 chassis, powered by an OM621.912. Built between 1962 and 1965. * 200D: W110.110 chassis, powered by an OM621.918. Built between 1966 and 1967. W114/115 The W114 and W115 is, by today’s standards, much closer to contemporary styling than the Pontons and Fintails that preceded it. These cars are relatively common in the United States as compared to the earlier diesels offered, and are still common in Europe and elsewhere in the world. The basic design is similar between the W114 and the W115, and they were both built between 1968 and 1976. All diesel models and 4-cylinder gas models are W115’s; all 6-cylinder gas models are 114’s. It appears that this is the first M-B offered in the U.S. with an automatic transmission as an option with a diesel. Also, the gearshift for the manual as well as for the auto were moved to the floor from the column. Both the manual and the automatic transmissions had 4 forward gears, with the top gear ratio at 1:1 (no overdrive). Cars built in this chassis include: * 200D: W115.115 chassis, powered by an OM615.913. Likely built between 1968 and 1973, but that’s not known for sure. Curb weight: 3003 lbs. Unsure on transmission availability (but likely either only offered with a manual or available with either transmission) * 220D: W115.110, powered by an OM615.912. Built between 1968 and 1973. Curb weight: 3110 lbs. Available with either transmission. * 240D: W115.117, powered by an OM616.916. Built between 1973 and 1976. Curb weight: 3205 lbs. Available with either transmission. * 300D: W115.114, powered by an OM617.910. Built between 1975 and 1976. Curb weight: 3450 lbs. Available only with an automatic trans. W123 (sedan) (wagon) (coupe) The W123 is considered a legend by many, and there are those who contend that it is the last of the “indestructible” Mercedes designs. This car was designed with reliability, comfort, functionality, and ease of maintenance in mind. Unlike other Mercedes models, nearly all W123’s sold in the United States were diesel-powered (in fact, they stopped even trying to market a gas-powered W123 in the U.S. after 1983). Styled after the larger W116 model described below, is by far the most common Mercedes seen in the United States even today. The W123 is commonly used in Europe and elsewhere around the world as a taxi, with some European taxis recording odometer readings equivalent to 1,000,000 miles (yes, that’s 1 million). As with the W115, the W123 was sold with either a 4 speed auto or a 4 speed manual transmission, depending on the engine and on customer preference. Also, on 5 cylinder diesel W123 models, power windows, a power sunroof, cruise control, and an automatic climate control system became standard equipment (the power windows, sunroof, and cruise control were optional on 4 cylinder W123’s). The W123 was sold between 1977 and 1985. Cars built in this chassis include: * 240D: 123.123 chassis, powered by an OM616.912. Built between 1977 and 1983. Curb weight: 3250 lbs. Available with either transmission. * 300D: 123.130 chassis, powered by an OM617.912. Built between 1977 and 1981. Curb weight: 3515 lbs. Available only with an automatic trans. * 300D Turbo: 123.133 chassis, powered by an OM617.952. Built between 1982 and 1985. Curb weight: 3515 lbs. Available only with an automatic trans. Note that the 1985 W123 (and W126, described below) is the last Mercedes diesel sold in the U.S. with an all cast-iron engine. * 300CD: 123.150 chassis, powered by an OM617.912. Built between 1978 and 1981. Curb weight: 3475 lbs. Available only with an automatic trans. This is the first (and, with the one below, the only) MB coupe available with a diesel engine. * 300CD Turbo: 123.153 chassis, powered by an OM617.952. Built between 1982 and 1985. Curb weight: 3495 lbs. Available only with an automatic trans. * 300TD: 123.190 chassis, powered by an OM617.912. Built between 1979 and 1981. Curb weight: 3740 lbs. Available only with an automatic trans. This is the first M-B station wagon sold in the United States. Note that, in spite of the same engine model number, the OM617 in a 300TD has a minor difference as compared to the OM617 in a 300D or a 300CD. There is a hydraulic pump integrated into the cylinder head on any engine out of a 300TD, to pressurize the hydraulic self-leveling suspension that was standard equipment on all W123 station wagons sold in the U.S. This difference means that an OM617 out of a 300TD can be used in a 300D or a 300CD, but you cannot use an OM617 out of a 300D or a 300CD in a 300TD without disabling the self-leveling suspension or changing the cylinder head to one out of a 300TD. * 300TD Turbo: 123.193 chassis, powered by an OM617.952. Built between 1981 and 1985. Curb weight: 3780 lbs. Available only with an automatic trans. See note for 300TD above. 
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#33
03-18-2007, 01:31 AM
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OK, get ready to read!
Please reference this thread for a full explanation of the chassis numbers.
First, all M-B engines have a 6-digit model number, similar to the chassis number. The first three digits indicate what "basic" engine it is, with the last three digits indicating what "version" of the engine it is (i.e. is the engine turbocharged, does it have an EGR setup, etc). The model number on an M-B gas engine begins with the letter M ("motor", I think), while the model number on an M-B diesel engine begins with the letters OM ("oel motor"; basically, "oilburner ). I'm limiting this to diesel engines, since I know jack-squat about the gas engines...and I'm going to try and keep this chronological. Again, these are only engines as seen in U.S. models; European models ARE different (for instance, the OM616.912 was only sold in the U.S. until 1983, but was sold until 1985 in Europe). On that same note, keep in mind that there are Euro-market cars floating around in the U.S. that, due to having been originally sold in Europe, may not conform to this list. If you come across a car that does not match anything in this list, you are almost certainly looking at a Euro-market car. Furthermore, I opted to not include the new Common-Rail Direct-Injected engines (CDI's) that are available today, due to a lack of readily available information. The following are cast-iron block, cast-iron head indirect-injected (IDI) engines. All are single overhead camshaft engines, with a timing chain connecting the crankshaft to the camshaft and to the injector pump drive gear. All have the OHC equivalent of solid lifters, requiring a valve adjustment performed every 15K miles. The OM61x engines listed below are the most common engines you will see in a U.S. M-B diesel, and did a lot to solidify the reputation M-B diesel engines have of lasting forever. OM636.930 - 1.8l (I think) inline-4 n/a, used between 1953 and 1961. The OM636 and the OM621's are likely the same basic engine block, and are unique compared to other engines. OM621.910 – 1.9l (I think) inline-4 n/a, used between 1958 and 1961. OM621.914 - 1.8l (again, I think) inline-4 n/a, used between 1961 and 1962. OM621.912 - 1.9l inline-4 n/a, 60hp, used between 1962 and 1965. OM621.918 - 2.0l inline-4 n/a, 60hp, used between 1966 and 1967. OM615.913 - 2.0l inline-4 n/a, 61hp, unknown age span. The OM615, OM616, and OM617 share a basic block design and construction (although there were many changes, including adding a cylinder in the OM617). OM615.912 - 2.2l inline-4 n/a, 60hp, used between 1968 and 1973. OM616.916 - 2.4l inline-4 n/a, 62hp, used between 1973 and 1976. OM617.910 - 3.0l inline-5 n/a, 88hp, used between 1975 and 1976. OM616.912 - 2.4l inline-4 n/a, 67hp, used between 1977 and 1983. Oil filter relocated as compared to 616.916, due to different chassis design. OM617.912 - 3.0l inline-5 n/a, 88hp, used between 1977 and 1981. Oil filter relocated as compared to 617.910, due to different chassis design. OM617.950 - 3.0l inline-5 turbocharged, 110hp, used between 1978 and 1980. Note that this is the only turbocharged 617 that did NOT have factory EGR equipment until mid 1980 production. OM617.951 - 3.0l inline-5 turbocharged, 120hp, used between 1981 and 1985. EGR equipment added. OM617.952 - 3.0l inline-5 turbocharged, 120hp, used between 1981 and 1985. Believed to be identical to 617.951, except for minor differences to accommodate the W123 chassis. The following are cast-iron block, aluminum head indirect-injected (IDI) engines. Like the cast-iron engines, a timing chain connects a single overhead cam (except for the OM606, which has twin overhead cams and 4 valves per cylinder) and the injector pump drive gear to the crankshaft, but the OHC version of hydraulic lifters are used, eliminating the need for periodic valve adjustments. Some later engines have electronic controls for the EGR, and possibly for pump timing as well. All of the following engines share a basic block design and construction, although like the OM61x engines there were many changes. These engines share very little with prior designs. OM601.921 - 2.2l inline-4 n/a, 72hp, used between 1984 and 1986. OM603.961 - 3.0l inline-6 turbocharged, 148hp, used between 1986 and 1987. OM603.960 - 3.0l inline-6 turbocharged, 148hp, used in 1987. OM602.911 - 2.5l inline-5 n/a, 93hp, used between 1987 and 1989. OM602.961 - 2.5l inline-5 turbocharged, 123hp, used in 1987. OM602.962 - 2.5l inline-5 turbocharged, 123hp, used between 1990 and 1993. Believed to be identical to 602.961 except electronic controls for emissions reasons. *OM603.970 - 3.5l inline-6 turbocharged, 134hp, used between 1990 and 1991. *OM603.971 - 3.5l inline-6 turbocharged, 148hp, used between 1992 and 1994. OM606.910 - 3.0l inline-6 n/a, 134hp, used in 1995 OM606.912 - 3.0l inline-6 n/a, 134hp, used in 1997. Believed to be identical to 606.910 except for minor differences to accommodate a different chassis. OM606.? - 3.0l inline-6 turbocharged, 174hp, used between 1998 and 1999. *WARNING FOR THIS ENGINE: There was a defect in the building of many of these 3.5l engines. As the rods begin to fail, they typically make the piston move about in the bore, ovaling out the cylinder to the point where the cylinders can no longer hold compression. For whatever reason, I don't believe simply re-sleeving the cylinders will correct this, so this can only be repaired by replacing the entire shortblock. I believe that some later engines were built with the correct rods after M-B realized that they had this problem, and many cars out there have already had the blocks replaced. But, I do not know of an external method of determining whether the engien has the old or the new connecting rods, so BEWARE when looking at any car powered by one of these engines. This problem is limited to the OM603.97x 3.5l engines. Based on the sticky from www.oilburners.net and edited to update the information.
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#34
05-06-2007, 04:04 AM
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OM636
Chassis: W120.110
Engine: OM636.930 Model: 180D Years: 1953-59 Chassis: W120.110 Engine: OM636.930 Model: 180Db Years: 1959-61 A few tricks on this Diesel Injection Pump. #1. Remove the injection lines. #2. Remove all of the delivery valve pipe connections from the injection pump (don't mix them up). #3. Remove the delivery valve seal, spring and pressure valve, (don't mix them up). #4. Use an eye dropper to fill each delivery valve with Diesel Purge, cover the top of pump with a cloth, and let it soak 24 hours. #5. Use a plastic probe to push each piston down, rotate the engine 1/2 revolution and repeat as needed, until they free up. You must replace the delivery valve seals with NEW during reassembly. The delivery valve pipe connections must be torqued down, I can't get the specification until Monday. Lubro-moly Diesel Purge http://www.pelicanparts.com/cgi-bin/ksearch/pel_search.cgi?SUPERCAT_FLAG=Y&make=MBZ&please_wait=N&forumid=&threadid=&command=DWsearch&descriptio n=Lubro-moly+Diesel+Purge&I1.x=15&I1.y=7 Item Number: 0019973040 Main Category: Mercedes Benz Sub Category: Diesel Injection Description: MB# 0019973040...Delivery Valve Seals...W120.110 180D Manufacturer: MBZ:MIS List Price: Your Price: $ 1.70 Core Price: Weight: 0.010 http://www.pelicanparts.com/cgi-bin/ksearch/pel_search.cgi?SUPERCAT_FLAG=Y&make=MBZ&please_wait=N&forumid=&threadid=&command=DWsearch&descriptio n=0019973040+&x=16&y=8 0000741693 delivery valve spring Unknown if these are still available. 0000711315 delivery pressure valve Unknown if these are still available. Last edited by whunter; 10-13-2012 at 04:43 PM.
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#35
05-25-2007, 11:31 AM
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OM636
Did the OM636 use gears directly between the crank and cam, or did it use a timing chain? The MBZPonton site implies that the OM636 (as was as the 621) was gear-driven, while this post on oilburners.net suggests they were all chain-driven. Who's right?
Thanks, Scott
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#36
06-13-2007, 02:11 PM
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The OM61x engines never had metal return lines. I believe the older W120/W121 Pontoon's and W110 Fintails with the 1.8L ,1.9L and 2.0L OM636 and OM621 were the last to use metal return lines.
Here is a marine OM636. 
Last edited by whunter; 08-11-2009 at 10:06 AM. Reason: attached picture
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#38
06-29-2007, 08:56 PM
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__________________
Regards Warren Currently 1965 220Sb, 2002 FORD Crown Vic Police Interceptor Had 1965 220SEb, 1967 230S, 280SE 4.5, 300SE (W126), 420SEL ENTER > = (HP RPN) Not part of the in-crowd since 1952.
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#40
09-09-2007, 08:34 PM
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The OM636 in the 170D is a common engine used in marine applications.
__________________
DJ 84 300D Turbodiesel 190K with 4 speed manual sold in 03/2012 
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#41
10-10-2007, 12:45 PM
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__________________
1977 300d 70k--sold 08 1985 300TD 185k+ 1984 307d 126k--sold 8/03 1985 409d 65k--sold 06 1984 300SD 315k--daughter's car 1979 300SD 122k--sold 2/11 1999 Fuso FG Expedition Camper 1993 GMC Sierra 6.5 TD 4x4 1982 Bluebird Wanderlodge CAT 3208--Sold 2/13
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#42
10-10-2007, 12:53 PM
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Answer:
Quote:
http://www.west-4x4.demon.co.uk/om636/ Have a great day. Last edited by whunter; 08-12-2009 at 05:47 PM.
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#43
10-21-2007, 12:04 AM
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I guess the valve cover and the hp claim threw me. I had a feeling it was a OM636.
I like sharing unusual Mercedes' I find locally.
__________________
DJ 84 300D Turbodiesel 190K with 4 speed manual sold in 03/2012
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#44
10-30-2007, 11:10 AM
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Quote:
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#45
12-09-2007, 01:51 PM
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OM636
Hello:
I was recently given 3 complete Thermoking Refer Units. They all have the Mercedes OM636 engines in them. They all need overhauled and are complete. 1. Where is the best place in the USA to get parts? Thermoking has individual parts but no type of kit. 2. How do these engines compare to the Isuzu c201 engines when it comes to how many hours before overhaul? I was told these were phased out because Isuzu engines cost less. I plan on using these for generators. 
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om636/om621
Linear Mode
