Just did a MAFS on my OM642--I have no symbiosis with this engine. The left sensor failed. The housing was also cracked at the turbo from hack mechanics jamming together, which created a fairly substantial oil leak which drooled down the back of the engine. It's a miserable prick to work on, EVERYTHING is buried tight and close to structure, AND it's made of plastic. Change the air filters some time. The fuel filter is fun too. I'm waiting for a glow plug to quit to see if I can create a 55 word string of expletives trying to get them out. My OM648 is a piece of cake to work on, no different than my OM606 or the OM 602/3s that I've long since sold.

Additionally, the V6 is no where near as smooth as the I6s, nor does it have the same torque pull, in spite of the fact both the 642 and 648 are rated the same 410 lbft!

I'm fascinated to see how the twin turbo 2.1 does in the W212. It's rated at almost 400 lbft of torque. The GLK250 I drove was plenty torque-y at lower speeds, but really gutless when it came to merging into freeway traffic.

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Mark
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THE WHITE FLEET
2016 GLE300d 4-MATIC 38K BROWN!
2012 S350 Bluetec==94k WHITE

2007 ML320 CDI==166K WHITE (FOR SALE)

Under new management:
2005 E320 CDI--140K--WHITE
1995 E300-Diesel-133.5K--THE CAR IS BLUE
1986 300SL--97.5K (European) AND WHITE. Back in Europe!
1991 190E 2.3-73K California Perfect.--WHITE
1995 E320-Wagon-159K--WHITE (recently scrapped)
1987 300D Turbo-213K--WHITE
1987 190D 2.5 Turbo-288K--WHITE

I find mine is actually easy to work on. Plug in a computer and it tells you what is wrong for the most part. I pulled the engine and put a new one in. It was easier than on the 1985 300D.

The turbo was hard to find but once I did it was not difficult. I worry that if an injector goes bad I will not be able to get it out of its hole.

The V-6 model I have no interest in. I hope in 20 years I am the guy saying I will stick with my old car, you can buy the new ones. To me nothing can be better than this 05 except maybe a lower mileage newer 06.

Rob

That as well....., is my current thinking on my 06 E320 CDI......

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'06 E320 CDI
'17 Corvette Stingray Vert

Out of curiosity, what happened to the old engine?

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"Senior Luna, your sense of humor is still loco... but we love it, anyway." -rickymay ____ "Your sense of humor is still loco... " -MBeige ____ "Señor Luna, your sense of humor is quite järjetön" -Delibes

1982 300SD -- 211k, Texas car, tranny issues ____ 1979 240D 4-speed 234k -- turbo and tuned IP, third world taxi hot rod

2 Samuel 12:13: "David said to Nathan, “I have sinned against the Lord.” And Nathan said to David, “The Lord also has put away your sin; you shall not die."

And at what mileage?

Ok im digging a thread from the grave because why is there so much dislikes with the OM642 V6 engine, they're as reliable as a its predecessor I6 OM648, sure it has some niggles like the oil cooler leak problem, carbon build up issues due to egr, swirl flap problems, increased uses of plastics but they're as reliable with proper maintenance,

Many of these OM642 V6 bluetec I've seen that has problems popping up are is because they're neglected of service, for instance when we bough our E320 bluetec at 103k miles in 2012 the fuel filter was never serviced when it left the damn factory in fact it had a 2007 build date stamp on and all of its original factory align marking was on and it was 2013 at that time i serviced it, air filter was clogged with crickets bugs leaves dirt filter was essentially choked, oil god know what oil they used (i now use Mobil 1 ESP 5W-40) the 722.9 7 speed transmission oil never been touched changed it out in 2014 full drain and fill including torque converter, PS fluid was burnt changed that out with new Pentosin Chf 11S, it was trouble free since ownership and with all the service been caught up to date it ran even better when i first drove it, then recently the oil cooler leaked (common problem) fix that issue with update seals also got to inspect crucial parts condition and they seem good and now with that resolved it will serve me years to come.

When people start saying that the CDI and bluetec are nothing but problem is because they've been neglected and improperly serviced...Like any car if service them correctly and in time and they will serve you well in return.

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Current Garage
2008 Mercedes GL320 CDI 188k mi Repair/Work in progress
1994 S350 160k mi Garage Queen & prepping for repairs
2005 E320 CDI 203k mi Healthy & Daily Driver
1994 S350 357k mi Retried as parts car
1984 300TD 214k mi Blown OM617 Poss OM603 Swap??

Sold
1987 300SDL 200K+
1994 S320 181K mi
2008 E320 Bluetec 127k mi
1999 S420 130K mi
1980 240D 360k mi
15+ Others that has come, stay and gone

GONE, BUT NOT FORGOTTEN
1995 E320 SE 220k mi
1984 300SD 350k mi

boy I for got about this thread,anyone remove all the filters and cats off the exhaust?Has anyone tuned the engine over stock.roteela syntheic was Number 2 on best diesel oil.Cummins 15w40 was number one,according to independant lab testing

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1999 w140, quit voting to old, and to old to fight, a god damned veteran, deutschland deutschland uber alles uber alles in der welt

Coming up on 2-years of ownership, and 5K miles that I've driven my '06 CDI since buying it. I'm pleased with my purchase so far.

I've maintained and brought it up to snuff in the short number of miles I've driven it, and I hope to drive this CDI for quite some time into the future.





.

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'06 E320 CDI
'17 Corvette Stingray Vert

So i know it was from 2 years ago but I saw on the first page someone said that the post injection washes the cylinders... this is not true. It is not fired that late to cause such a problem. Also unless your tips were shot the fuel is atomized again not washing the walls. Now i could see it being an issue if you left it to idle for more then an hour or 2

Post injection does get the walls washed down, otherwise explain why the oil dilution is so great on the OM642, the oil is always full of diesel fuel and black as can be, the American trucks have clean oil all the time. I might have stated it is a rather extreme way, but the extra fuel to heat up the DPF regen does get into the engine oil. I have never owned a diesel with such dirty oil before! There are cases were owners report the oil level increasing over time on the 642-from fuel.

Clacker, I'm going to have to go ahead and disagree with you. I've owned 602,603, 606 and now 648 and 642, and yes, I do my own oil changes, always.

There may be the errand 642 that's malfunctioning and ending up with fuel in the oil, but after my 603 and I'm quite sure my current 642, it's all about residual oil in the engine that's not drainable vs fuel in the oil.

603 had that damnable oil to air heat exchanger ahead of the left front wheel, there was no way to ever drain it, the 642 being a V engine is yet another form of hard to drain design, that I'm most certain, captures lots of old oil that mixes with the fresh change. Both the 642 and the 603 are instantaneously black after the very first start following an oil change. Yes, I always change filters.

I just did my 648 and it's clear and gray, no different from my 606 and it will run that way for at least 1000 miles before it really starts to get black again. The 606 had a coolant to oil heat exchange on top of the engine, just like the 648, and both obviously drain well during the change, god only knows what goes on in that ball of rubber bands 642, I hate working that engine.

One of my friends was looking for a larger vehicle to haul his video production equipment around. So I suggested a mid sized suv, and I suggested for him to give a shot at a diesel; he ends up doing a lot of hwy driving, and was looking for decent fuel economy. Ive always been a diesel fanatic. I ended up suggesting a 08 jeep grand Cherokee crd, which has the OM642 engine in it. His dad went out and bought one even before I could inspect it myself.
Being his mechanic, I had to do some catchup on maintenance, and an injector seal replacement. But so far, its actually IMO a fun vehicle to drive, that OM642 has some pep in the jeep. And under certain throttle conditions, sounds like a mini transport truck. it gets me all giggly.

Im just contemplating if I should suggest a dpf delete and tune so we can use a larger variety of oils, and eliminate possible future dpf issues, and have a cooler running turbo as well.

I will have to agree though, the layout and base design for the 642 could of been a bit better, everything is jammed in the valley. Injector work seems to be on the list of simpler things to do on that engine, everything else is buried.

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Just my MB's:
1990 420sel - Winter DD - 410,000km
1990 560sel - absolutely showroom mint - 360,000km!

...

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'06 E320 CDI
'17 Corvette Stingray Vert

The biggest complaint I have with the newer cars is the way they go through tires. The 05 E320 wagon needs a new set about every 30k miles. Don't know if the CDIs wear them out that fast or not. The 98 and 95 go a whole lot longer on a set. Other than that we have been very happy with the wagon and it just turned over about 240k miles.

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Jim

Running which tires on the W211?

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'06 E320 CDI
'17 Corvette Stingray Vert