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#16
12-25-2017, 12:21 PM
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1998 E300 turbodiesel America's Rights and Freedoms Are Not The Enemy! 
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#17
12-25-2017, 02:00 PM
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From what I have read (and experienced), the following issues occur on this engine:
- Air filters get clogged (recommended interval is 4y/40k which I think is too long by half) which raises the Delta P across the filter. The engine will not be denied its air so it pulls it from wherever it can find it, which ends up being the crankcase breather. The breather ends up sucking oil into the intake. The excess pressure can also blow out the diaphragm in the breather puck. The excess oil pools at the bottom of the fresh air inlet to the turbo. There is a rubber seal around the plastic Y-shaped air inlet from the filters. Because the plastic is brittle and easily cracked (if the air filter replacement process is not done carefully) it causes an oil leak at this point. The oil leaks down onto the swirl flap motor and shorts it out. - The oil to coolant heat exchanger was originally equipped with a seal (orange) that hardened and lost its sealing ability. Fortunately most of these failures have been on the oil side and not the coolant side, and the deck below the cooler was arranged so the oil ports have a path to drain down out of the engine without getting into the coolant ports. From what I have read they corrected this design issue in the 2010-2011 time frame, and later engines got the improved (purple) seals. - The engine has EGR which has been polluting intakes on Diesel engines since the 80s. I corrected all these issues (except the EGR, although I did spend a good bit of time cleaning the crud out of the intake) on my 2008 ML with the OM642 last year when I did the oil cooler seal replacement. In 15 months and 15 k miles it has not leaked a drop, and the oil level does not increase or decrease on the dipstick. The oil does not have any discernible fuel smell to it. I think we have been running the 2008 on a good duty cycle. It may stay parked for a few days in a row (at Clemson), but when it is driven, it is either for my kids coming home (2-1/2 hours all Interstate) or my son going to visit his GF which is a decent drive. The 2014 my wife drives to work, her commute is about 15 minutes each way, so to make sure we keep that good and burnt out I drive it on the weekends when we go somewhere. I had been going with the 10 k intervals per the engine computer but based on this article and the comments of others I think I’m going to cut that back to 7-8 k on both of our 642s. One point about changing the air filters, the FSM calls for an adaptation in Xentry after air filter replacement, so you either need to get a bootleg Xentry or have the dealer do it.
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The OM 642/722.9 powered family Still going strong 2014 ML350 Bluetec (wife's DD) 2013 E350 Bluetec (my DD) both my kids cars went to junkyard in 2023 2008 ML320 CDI (Older son’s DD) fatal transmission failure, water soaked/fried rear SAM, numerous other issues, just too far gone to save (165k miles) 2008 E320 Bluetec (Younger son's DD) injector failed open and diluted oil with diesel, spun main bearings (240k miles) 1998 E300DT sold to TimFreeh 1987 300TD sold to vstech
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#18
12-26-2017, 12:31 AM
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Quote:
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1998 E300 turbodiesel America's Rights and Freedoms Are Not The Enemy!
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#19
12-26-2017, 01:04 PM
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Quote:
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1984 & 1985 CA 300D's 1964 & 65 Mopar's - Valiant, Dart, Newport 1996 & 2002 Chrysler minivans
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