M104 engine was in two replenishments: a volume of 2.8 and 3.2 is an inline six. It was installed on the following cars:, W140, W202, W210, W463. This Mercedes engine has established itself as one of the reliable engines, but like all engines, it has its design flaws, which we will now talk about.
M104 series motors have good dynamic characteristics:
2.8 (197 hp)
Torque: 270 N / m
Acceleration to 100 km / h: 9 sec
Fuel consumption in the city: 13-14 liters
3.2 (220 HP)
A car with this engine has good dynamics in less than 8 seconds to 100 and a torque of 315 N / m.
Acceleration to 100 was written for the Mercedes W124 for other cars, it will be different.
Problems M104
In general, the motors of this series are very reliable and have a good resource, you only need to change the oil and oil filter during the time and use only high-quality oil.
The first thing these motors are susceptible to is overheating, this mainly occurs when the fan viscous coupling is malfunctioning, and this also happens due to the design feature, all in-line sixes are prone to overheating.
It can also overheat due to a clogged radiator, so if it is clogged it is better to clean it.
The second disease of M104 is oil drips due to the cylinder head gasket, it starts flowing somewhere around 100 thousand km. Due to the use of low-quality oil, the nozzles that supply oil can clog, they are provided in the Mercedes M104 to avoid overheating of the pistons.
In case of clogging of the nozzle, piston scuffing may occur, a sign of this may be the engine knocking, well then it is already too late since you are undergoing a major overhaul, is it not easier to change the oil during the oil change than to pay for engine repairs 40-50 thousand rubles, and maybe even more ...
And so we have already discussed specifications M104 and its main faults now we will briefly discuss the shortcomings and what you need to pay attention to before buying.
1) Faulty viscous coupling. After purchase, play it safe and replace the viscous coupling.
2) Clogged radiator. Clean the radiator
3) Shedding the engine in the event of a worn cylinder head gasket. Replace the gasket.
4) Before buying, pay attention to the sound of the engine, there should be no knocking and it should not triple if this happens then it has a serious malfunction.
Thank you for your time, I hope in the article you learned at least something useful for yourself, wait for other reviews about German cars and about engines.
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Engine Mercedes-Benz M104 E28 2.8 liters.
Characteristics of the M104 engine
| Production | Stuttgart-Bad Cannstatt Plant |
| Engine brand | M104 |
| Years of release | 1992-1998 |
| Cylinder block material | cast iron |
| Supply system | injector |
| Type of | inline |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 73.5 |
| Cylinder diameter, mm | 89.9 |
| Compression ratio | 9.2 10 (see modifications) |
| Engine displacement, cubic cm | 2799 |
| Engine power, hp / rpm | 193/5500 197/5800 (see modifications) |
| Torque, Nm / rpm | 270/3750 265/3000 (see modifications) |
| Fuel | 95 |
| Environmental standards | - |
| Engine weight, kg | - |
| Fuel consumption, l / 100 km (for E280 W124) - town - track - mixed. |
14.5 11.0 12.5 |
| Oil consumption, gr. / 1000 km | up to 1000 |
| Engine oil | 0W-30 0W-40 5W-30 5W-40 5W-50 10W-40 10W-50 15W-40 15W-50 |
| How much oil is in the engine, l | 7.5 |
| When replacing pouring, l | ~7.0 |
| Oil change is carried out, km | 7000-10000 |
| Engine operating temperature, deg. | ~90 |
| Engine resource, thousand km - according to the plant - on practice |
- 400+ |
| Tuning, h.p. - potential - without loss of resource |
600+ - |
| The engine was installed | Mercedes-Benz C 280 W202 Mercedes-Benz 280 E / E 280 W124 Mercedes-Benz E 280 W210 Mercedes-Benz 300 SE W140 Mercedes-Benz S 280 W140 Mercedes-Benz SL 280 R129 |
Engine reliability, problems and repair Mercedes М104 Е28 2.8 l.
The smallest engine in the M104 series (which also includes the M104 E30, M104 E32, M104 E34 and M104 E36) was developed on the basis of the M104 E32 to replace the past M103 E26. A new crankshaft was installed in the 3.2-liter cylinder block, with a piston stroke of 73.5 mm, instead of 84 mm on the base engine. The cylinder head is similar to the M104 E32 with a variable valve timing system at the intake.Fuel injection system - multipoint injection. Intake manifold with variable geometry.
The timing system uses a reliable double-row chain.
The engine was in production until 1998, after which it was replaced by the M112 E28, with a V6 configuration.
Modifications of engines М 104 Е 28
1.M104.941 (1993 - 1997 onwards) - 193 hp version. at 5500 rpm, torque 270 Nm at 3750 rpm. Installed on Mercedes-Benz C 280 W202.
2.M104.942 (1992 - 1997 onwards) - analogue of M 104.941 for Mercedes-Benz E 280 W124.
3.M104.943 (1993 - 1998) - analogue of M 104.941 for Mercedes-Benz SL 280 R129.
4.M104.944 (1992 - 1998) - analogue of M 104.941 for Mercedes-Benz 300 SE W140, S 280 W140.
5.M104.945 (1995 - 1997) - analogue of М104.941 for Mercedes-Benz E 280 W210.
Problems and malfunctions of engines Mercedes M104 2.8 liters.
Diseases and malfunctions of the M104 E28 repeat all the troubles that occur on the M104 E32. You can find out about them.
Mercedes M104 engine tuning
Compressor. Turbo
Given the almost complete similarity of the M104 E28 to the older M104 E32, the approach to tuning these motors is no different, you can learn more about this in more detail.
All the hardware on the W124 has been tested by time and mileage. And he didn't have any specific transmission diseases. But age takes its toll: with real mileage of 500 thousand kilometers, most of the cars and with not the best service, purely resource problems begin to affect.
In the photo: Mercedes-Benz 300E (W124) "1988
RWD cars with manual transmissions will generally require attention to the propeller shaft, its intermediate support, crosspieces and flanges, as well as the condition of the rear gearbox. With a gearbox, everything is simple: they usually miss the oil level, and when it changed, no one knows. In addition, few people change the elements of its suspension to the subframe. At the same time, the subframe itself is often already a little crooked, and increased vibrations, dirty grease and lateral load finish off the "adult" bearings. Differential satellites are usually related to secondary damage - in case of contamination or loss of oil level, they "stick" ... and now the gearbox is thrown away.
When examining, pay attention to old leaks, hum and backlash.
Four-wheel drive
Rare four-wheel drive cars have much more trouble, because front-wheel drive elements are extremely expensive. The traditional weak point of all 4Matic on passenger cars is the intermediate shaft through the engine sump. A new dispenser complete - about 7,000-8,000 euros, and restoration - about 2,000. The pallet of the dispenser is also a rarity, if the bearing seats are broken or damaged, a new one costs about 5,000 euros. Well, the front suspension is much more expensive here than in rear-wheel drive cars.
In the photo: Mercedes-Benz 300E 4MATIC (W124) "1987-1993
Theoretically, during repairs, it is possible to put a transfer case from a later W 210 or even W 211, but theoretically, because you will have to change it along with the motor. And on the way out you get that "Frankenstein".
In the photo: Mercedes-Benz 300E 4MATIC (W124) "1987-1993 Most of the cars with a "firm" in case of breakdown are simply converted into rear-wheel drive. Engines on cars with 4Matic - most often in-line "six" M103 or M104 with a volume of 2.6 or 3.0 liters, but there are also four-wheel drive turbodiesels.
Automatic transmission
As for the automatic transmission, in those years, Mercedes had everything in perfect order with this. Transmissions of the 722.3 and 722.4 series - four-speed, with proven purely hydraulic control and redundant lubrication systems - suffer only from the curvature of the craftsmen and the wild run. The resource of such a box with regular oil changes and checking all oil seals is more than 500 thousand kilometers, so it can be considered "eternal".
In the photo: Mercedes-Benz 300СE-24 (C124) "1989-1992 In practice, they forget to change the oil, allow the transmission to overheat due to dirty radiators and low oil level, actively skid ... You can be almost sure that over the long life of the car, something like that has happened. So you need to be ready every day for the repair of the "automatic machine" and have 1,000-1,500 euros of "stash".
Reverse gear engagement most often suffers, over time the small springs of the engagement piston collapse, and their remnants destroy the piston itself. Otherwise, the difficulties usually relate to either the banal wear of the clutches and brake bands (there are two of them, and the front is mostly worn out).
Contamination and failures of the governor - the vacuum-hydraulic control system - are usually associated with oil contamination, aged springs and pneumatic leaks. The work requires high accuracy, so troubles can be solved for a long time and persistently until a leak or contamination is found. That is why the “replacement assembly” and “put the mechanics” solutions are very popular. This is clearly seen in the number of automatic transmissions on cars before and after restyling: the younger the car, the greater the proportion of those that have retained the automatic transmission.
Very rarely, on cars produced after 1993 with the most powerful engines, there was also a five-speed automatic transmission of the 722.5 series. By the way, this is the world's first "five-step", it appeared in 1990 and at that time turned out to be one of the most progressive transmissions in the world. In fact, mechanically, it differs little from 722.3 - they just added the fifth gear to it and that's it.
But the control system is already half electronic. There is no forced blocking here, as on older boxes, so the service life of the gas turbine engine is very long, and oil contamination is slow. Later, based on the mechanics of this automatic transmission, they will make the super popular 722.6, the hit of the early 2000s, and 722.5 remained not the most successful incident - the design was not brought purely mechanically.
Failures of the fifth gear happened quite often, a loss of oil pressure in its chain led to damage to the pump sleeve, and a missed oil level - to the death of the oil seal of the gas turbine engine and overheating. But the general assessment of the reliability of the structure is the same as that of its basic design 722.3 - it is almost "eternal", but when a number of conditions for maintenance and elimination of childhood diseases are met.
If you find a car with this automatic transmission, you can buy it. But know that it will be an order of magnitude more difficult to find a contract one: you cannot buy a working unit for ten thousand, you will have to pay from 30 thousand rubles for a more or less "live" one, and it is more sensitive to oil.
Motors
With engines, the situation is ambiguous. On the one hand, the workmanship of all motors is very high, some are still running without major repairs. On the other hand, the costs are more than enough, because "strong iron" does not guarantee trouble-free operation at this age.
М102, gasoline in-line "fours" 2.0 and 2.3 until 1993
The most common engines on the W 124 had four cylinders. And before restyling, this is mainly the M102 series, simple eight-valve engines with a volume of 2.0 and 2.3 liters. Traction is not very much, especially in the two-liter, but they provided the dynamics acceptable even with automatic transmission. While they were in good order, of course.
Early cars had a version with an electronically controlled Stromberg 175 CDT carburetor. The carburetor is a pretty reliable thing, but over time, its settings usually "float away", and the mess with maintenance in the 90s led to the fact that most of the cars had damaged and misaligned control systems. The carburetor is no match for Solex, the design is more complicated, but in fact most of them have long been changed to domestic counterparts. Specialists, as always, are not enough, and carburetor versions were bought by the most "economical" owners.
In the photo: engine Mercedes-Benz Mercedes-Benz M102.990 Injection machines with KE-Jetronic lasted longer - a very successful mechanical injection system worked without any problems for ten years, before the first problems began. But then it suddenly turned out that not everywhere could solve her problems with a guarantee. A visit to the first service that came across or even to a dealer led to only one result - the system was damaged.
It's not that the system is too complicated, but it doesn't have much self-diagnostics: you need to work with your head, and among the masters, not everyone is capable of this, if not worse. That was 10-15 years ago. Now people who can repair or adjust a mechanical jetronic with the help of pressure gauges, brains and straight arms are worth their weight in gold. For the most part, you have to either act "at random", changing the elements and cleaning the system, since it sometimes helps, or change the assembly, which is very expensive. For example, just one new dispenser KE-Jetronic, aka "shovel", costs about 500-600 euros.
Sometimes the cunning mechanical injection is simply replaced with a conventional electronic one, for example, with the January controller from VAZ. Yes, this is a frank "collective farm", and if you make a car for a collection, then this is not your method. And if you "just drive", then the decision is not the worst. At the same time, it will be possible to remove a simple ignition system with a conventional distributor and vacuum control, which relied on the M102 motors.
Let's move on to typical resource problems. The camshafts run no more than 150 thousand kilometers, the valve stem seals are also not very successful, once every 60-100 thousand they need to be replaced, otherwise the oil consumption begins to grow.
In the photo: Mercedes-Benz M102.983 engine The wiring crumbles, the cooling system flows and groans after 20 years of life, the crankcase ventilation system clogs up, and in general the engine wears out. But if the air filters and oil were changed regularly (and not for working off), spare parts were supplied by decent brands, and the control system did not "fool" too frankly, then the engine has every chance to go through its 500 thousand before overhaul. And even the timing chain on the M102 is changed with runs of more than 300 thousand, since it is regularly changed by a "broach", and the resource of the tensioners is very large - you are unlikely to come across an original timing kit with a low resource, which was installed before 1987.
In the photo: Mercedes-Benz M102.992 engine Usually these engines have been “rolled out” for a long time, but due to the simplicity of the design, there is a chance that you will be lucky, and the budget for full restoration of operability will not be so great.
M111, gasoline inline "fours" 2.0 and 2.2 after 1993
Before the second restyling, during which the model acquired the name "E-class", there were engines with full electronic injection HFM (2.2) or PMS (2.0). Cars with such engines turned out to be noticeably less troublesome to maintain, even despite the fact that the system is much more complicated - with systems for capturing fuel vapor and neutralizing exhaust gases.
M111 engines were registered for a long time under the hoods of Mercedes, they were installed even before restyling. And they have proven themselves very well. The cylinder head is 16-valve, so that in addition to higher reliability, they are also more powerful than their predecessors.
The main problems are oil leaks and leaks. Less often, the oil pump fails, its chain and the timing mechanism itself. Oil leaks occur mainly due to an unsuccessful crankcase ventilation system and age, the rubber of the tubes literally creeps, and the sealant and gaskets squeeze out.
The oil pump and timing mechanism sometimes still need to be checked and listened to the sounds of their work. With a mileage of more than 200-250 thousand kilometers, the timing belt should be replaced completely, and not only to change the chain by "pulling". At the very least, you should look at the tensioners and chainring very closely for wear.
The total resource of the piston group and cylinder head is usually more than 350-500 thousand kilometers with high-quality and regular maintenance, but there are enough minor troubles. Fortunately, unlike the M102, there is no need for "special" specialists in carburetors and mechanical injection - the parts only need to be changed, which is fully consistent with the modern style of service.
In the photo: Mercedes-Benz M111 engine An additional plus of the motor is the age of the contract units - in case of serious problems, you can always take a more "fresh" engine from the 2000s, the cylinder block and cylinder head are about the same, there is still enough resource with a margin, and the prices are low.
М103, gasoline in-line "sixes" 2.6 and 3.0 before 1993
Larger motors of the M103 series differ from the "fours" except that the carburetors were not installed here, and the KH-Jetronic injection system differs minimally in consumer qualities and maintenance. Otherwise, everything is the same.
In the photo: Mercedes-Benz M103.942 engine And an unpleasant feature is the low resource of the timing chain in any version. Due to torsional vibrations of a long crankshaft, it often stretches out after 120-150 thousand mileage. This is a decent resource for modern engines, but you can't hear the chain on Mercedes, and in general the owners are not used to such frequent maintenance. So the owners of the W 124 had a lot of complaints about this. Otherwise - just more powerful motors than the M102.
M104, gasoline inline "six" 2.8, 3.0 and 3.2 after 1990
M104 motors with a 24-valve cylinder head are one of the legends of the model. The first 3.0 family appeared back in 1990 on the 300 E-24 version, but basically these engines are found on cars after the 1993 restyling with indexes 280, 300 and 320.
Radiator
price for original
20,474 rubles
On the W 124, they are equipped with the Bosch LH-Jetronic injection system and the EZL ignition system. Sometimes there are upgraded versions with a control system from the W 140 / E 210 Motronic and a phase regulator, which is somewhat more reliable and has cheaper components, but apparently this is the result of "tuning".
The engine is almost eternal, only it does not like the slightest overheating - from this "leads" a long cylinder head. He also does not like dirty oil, which greatly affects the oil pump and oil nozzles. The rest is a typical Mercedes millionaire, and even the timing chain resource here is usually "over 300". Age-related problems do not disappear anywhere: the motors are flowing, the intake loses its tightness, and the wiring must be monitored in both, but in general the motors are excellent and have shown themselves well in operation.
In the photo: Mercedes-Benz M104 engine М119, gasoline V 8
Extremely rare engines of the V 8 M 119 series are mainly known from the E500 version, also known as the "Volchok", which was assembled at the Porsche plant in Stuttgart - there are very few surviving examples, but one of them was visited this year. In addition to the "Volchok", there was also an E420 with the M119, but there were also a few of them. And if you come across one, then read the detailed description of the motor. Here I will limit myself to just a reminder that the W 124 with V 8 is legend, and legends are expensive.
In the photo: Mercedes-Benz M119 engine Diesel
Diesel engines are rarely found on the W 124, although there were a lot of them in Europe. The reason is most likely that if the fuel equipment, injectors and "unkillable" in-line injection pump are damaged, it is too expensive to restore the car, and it is sent for analysis.
Everything seems to be reliable, but the years take their toll. And even the absolutely "iron" motors of the OM 601 / OM 602 series are gradually getting out of the way. And the nature of the car with such an engine is absolutely cargo: naturally aspirated diesel engines, unlike modern ones, absolutely do not "pull" and do not spin. There is a lot of noise, little sense. And the fuel consumption is not much less than that of gasoline ones.
In the photo: Mercedes-Benz OM601 engine Such cars came to us already with half a million runs, so that 250-300 thousand more "run over" on our diesel fuel can be considered the limit for the design. Nevertheless, there are some instances - not so long ago we tested.
To take or not to take?
The W 124 is still a very interesting car in many ways. One of the young timers that you want to drive every day, not just on holidays. A truly beautifully crafted and engineered vehicle with charisma.
Each individual unit breaks down rarely and inexpensively, but if the structure is started up, the body is slightly rotted, then usually the cost of restoration is already too large, and the car begins to collapse - slowly but surely.
In the photo: Mercedes-Benz 230CE (C124) "1987-1992 Modern Mercedes cars “got rid” of the technical heritage of the W 124 only before the appearance of the W 212, which speaks of the excellent potential of the design - the suspension and transmission elements of the “old man” turned out to be extremely successful. And in fact, it was he who set the dimension and principles for all E-class cars for 20 years to come.
Mercedes cars in the back of W124 were produced in Germany from 1984 to 1996. At the time of its debut at the Seville Motor Show, the W124 was presented to the general public with seven different engine types. These are models: 200, 230E, 260E, 300E, 200D, 250D, 300D. The presence of the letter "E" after the numbers in the name of the model of a gasoline car at that time meant that the engine was injector. In 1993, the entire Mercedes family in this body became known as the E-class and the letter moved to the beginning of the model name. Engines with a carburetor were no longer produced, and there was no longer a need to indicate the difference with additions in the name. Diesel versions of the model have lost the “D” marking. It was replaced by an addition in the form of DIESEL, or TURBODIESEL.
In 1987, the 300D TURBO was added to the engine lineup, and a year later the 200E and 250D TURBO.
In 1989, the entire series of diesel engines was modified taking into account the requirements of the Diesel-89 program. The prechambers were updated in the engine design, and a new fuel pump appeared. As a result, the smoke of the exhaust was reduced by 40%.
In 1990, the 3.2 liter M104 gasoline engine became available in all body variants of the model. In the same year, the 500E model with a 5-liter engine and 326 hp was released. (Top)
In 1992, the line of gasoline engines was greatly updated. 4 valves per cylinder appeared in the design, while instead of structurally old injectors, a new electronic fuel injection system was installed. As a result, all gasoline units have increased power, increased torque, and decreased harmful exhaust. At the same time, a new version of the 400E became available, equipped with a 4.2 liter engine (the transmission, of course, is automatic). At the end of 1992, diesel engines began to be updated. Engines with five and six cylinders received 4 valves per cylinder. Four-cylinder engines and turbocharged diesels still had two. The update has improved the engine power and torque indicators, reduced fuel consumption and emissions indicators. The engine in diesel versions, like in gasoline versions, was equipped with a standard catalyst.
Let's take a closer look at each engine model used on the W124 family.
Gasoline
M102.
It appeared in 1980 and was produced until 1993, until it was replaced by the M111. It was a four-cylinder gasoline engine.
It was produced in both carburetor and injection versions.
Installed on the W124, the carburetor engine was marked M102.924. Volume - 2.0 liters, power - 109 hp, torque - 170 Nm. Installed on the W124 from 1984 to 1990 (the model was marked 200 and 200T for the S124)
Installed in the injection version on the W124, this motor was marked M102.963. The volume of this engine is 2.0 liters, the power is 122 hp, the torque is 178 Nm. Installed from 1988 to 1992 (car marking - 200E)
The same engine was used for the W124 in the M102.982 variant. Volume - 2.3 liters, power - 136 hp, torque - 205 Nm. Installed from 1986 to 1992 (car marking 230E)
M103.
Six-cylinder petrol injection engine. It was produced in different versions of modernization from 1985 to 1993.
М103Е26 - volume 2.6 liters. Model W124 with such a motor was marked as 260E
М103.940 was installed from 1985 to 1992. With a catalyst, it has a power of 160 hp. at 200 Nm. and without a catalyst of 166 hp. and 220 Nm.
М103.943 (1986 - 1992) the same, but for the W124 4Matic
М103Е30 - volume 3.0 liters. The W124 model with such an engine was marked as 300E.
The M103.980 was installed on the W124 in 1985 and did not have a catalyst. Power - 188 hp, torque - 260 Nm
The M103.983 was installed on the W124 from 1985 to 1993. In this version, the compression ratio has slightly increased - up to 9.2. In the variant with a catalyst, the power was 180 hp. with a torque of 250 Nm, in the version without a catalyst the same 188 hp. and 260Nm.
The M103.983 is the same as the M103.983 - but in the all-wheel drive version of the W124 4Matik.
Engines M102 and M103 are very reliable and in normal operating conditions, with proper and timely maintenance, they calmly pass 500 or more thousand kilometers.
Sores: of the problems, one can single out frequent blockages in the nozzles and, as a result, instability in the operation of the engine. It is advisable to check the injectors regularly and, if necessary, replace them. In such motors, the crankshaft oil seals and the front cover gasket often leak. The valve stems are best replaced every 100 thousand km. run, otherwise oil consumption will increase. These motors have a rather weak timing chain and drive sprockets. As a rule, they wear out for 100-150 thousand km. and their repair is required.
M104.
Six-cylinder petrol injection engine. Used for the W124 in various modernization options from 1990 to 1996.
M104E28 - volume 2.8 liters, power 193 hp (5500 rpm), torque 270 Nm. Model E280 (1993-1996) Model 280E (1992-93) - 197 hp. (5800 rpm), torque 265 Nm.
M104E30 - volume 3.0 liters, power 220 hp (6400 rpm), torque 265 Nm. Model 300E-24 (1993 - 1996)
M104E32 - volume 3.2 liters, power 220 hp (5500 rpm), torque 310 Nm. Model 320E and E320 (1992 - 1997)
The M104 is an excellent and balanced engine model. But he also has some birth defects. Oil leakage is possible from under the cylinder head, as well as through the heat exchanger housing near the oil filter. All problems are solved by replacing the seals. The engine is somewhat prone to overheating, as, indeed, all in-line sixes. Accordingly, the owner should pay special attention to the cleanliness of the radiator. Another common malfunction is a breakdown of the viscous coupling. It can also cause overheating.
M111.
Four-cylinder petrol injection engine. Used for W124 in various modernization options from 1992 to 1995.
M111E20 - 2.0 liter engine capacity, 136 hp. (5500 rpm), torque 190 Nm. Model 200E (1992-1993) and E200 (1993-1995)
M111E22 - engine capacity 2.2 liters, power 150 hp. (5500 rpm), torque 210 Nm. Model 220E (1992 - 1993) and E220 (1993 - 1995)
Perhaps one of the most successful engines of the time. Among the shortcomings, one can note the frequent oil leakage due to wear of the cylinder head gasket - it is treated by replacement. A loss of power may occur with high mileage. The problem is solved by replacing the air meter, which starts to work poorly after 100 thousand mileage. M111 engines are quite noisy. Spark plugs need to be changed frequently. The pump has to be changed every 100 thousand.
M119.
8-cylinder petrol engine. Installed in the body of the W124 from 1990 to 1997. This is an engine with an aluminum cylinder block. It features alloy pistons and forged connecting rods. Has two camshafts and two heads with 16 valves each.
M119 4.2L - Power 275 HP (5700 rpm), torque 400 Nm. (3900 rpm). Model 400E (1992 - 1993) and E400 (1993 - 1997)
M119 5.0L - Power 322 HP (5700 rpm), torque 479 Nm. (3900 rpm). Model 500E (1990 - 1993) and E500 (1993 - 1997)
M119 6.0L - Power 376 HP (5700 rpm), torque 580 Nm. (3900 rpm). Model E60 AMG (1995 - 1997)
A big powerful engine for fast-paced driving enthusiasts. With a high mileage of the engine, a knock may occur, which is emitted by hydraulic lifters, if there is insufficient oil supply to them. These malfunctions are treated by replacing the plastic connectors for the oil supply. The timing chain has to be changed every 100-150 thousand km. mileage. Overall, the engine is reliable and powerful. With good care, it has a resource of about 500 thousand km.
Diesel
OM601. Four-cylinder engine for a diesel engine with a volume of 2.0 liters. Installed on W124 from 1984 to 1992. Engine power 72 HP (4200 rpm), torque 130 Nm. (2800 rpm). Model 200D (1984 - 1992)
OM602. Five-cylinder diesel engine with a volume of 2.5 liters. Installed on W124 from 1984 to 1992. Engine power 90 HP Model 250D (1984 - 1992)
OM603. 6-cylinder diesel engine with a volume of 3.0 liters. Installed on W124 from 1984 to 1992. Engine power 109 HP (4600 rpm), torque 185 Nm. (2800 rpm). Model 300D (1984 - 1992)
OM604. 2.0L four-cylinder diesel engine. Installed on W124 from 1993 to 1996. Engine power 94 HP (5000 rpm), torque 150 Nm. (3100 rpm).
OM605. Five-cylinder diesel engine with a volume of 2.5 liters. Installed on W124 from 1993 to 1996. Engine power 111 HP (5000 rpm), torque 170 Nm. (3000 rpm). The turbodiesel version had a power of 148 hp. and a torque of 208 Nm.
OM606. 6-cylinder diesel engine with a volume of 3.0 liters. Installed on W124 from 1993 to 1996. Engine power 134 HP (5000 rpm), torque 210 Nm. (2200 rpm). The turbodiesel version had a power of 174 hp. and a torque of 330 Nm.
The Mercedes M104 E28 engine is a middling in the M104 engine series. The model was produced not long enough, only 8 years, but many owners are known for the Mercy C-class. The motor is efficient enough and has minor problems.
Characteristics and features of motors
The Mercedes M104 2.8 engine appeared in 1992, like most engines of the 104 series. A new crankshaft was installed in the 3.2-liter cylinder block, with a piston stroke of 73.5 mm, instead of 84 mm on the base engine. The cylinder head is similar to the M104 E32 with a variable valve timing system at the intake.
Mercedes-Benz E-class with M104 E32 engine.
Fuel injection system - multipoint injection. Intake manifold with variable geometry. The timing system uses a reliable double-row chain.
Motor modifications
Over the long period of production of the power unit, a significant number of engine modifications have been released, which have become widespread. Consider what varieties the M104 E28 motor has:
M104 E32 engine.
- M104.941 (1993 - 1997 onwards) - 193 hp version. at 5500 rpm, torque 270 Nm at 3750 rpm. Installed on Mercedes-Benz C 280 W202.
- M104.942 (1992 - 1997 onwards) - analogue of M 104.941 for Mercedes-Benz E 280 W124.
- M104.943 (1993 - 1998) - analogue of M 104.941 for Mercedes-Benz SL 280 R129.
- M104.944 (1992 - 1998) - analogue of M 104.941 for Mercedes-Benz 300 SE W140, S 280 W140.
- M104.945 (1995 - 1997) - analogue of M104.941 for Mercedes-Benz E 280 W210.
Service
Maintenance of M104 motors is no different from standard power units of this class. Engine maintenance is carried out at intervals of 15,000 km. The recommended service must be carried out every 10,000 km.
Typical malfunctions
The problems of the M104 family are the same for all engine sizes. The reason for this is a number of design features that can spoil the mood of any seasoned car enthusiast. Consider the main malfunctions that occur on the power unit:
Maintenance of the M104 E32 motor.
- Overheating of the engine. It is worth diagnosing the condition of the radiator and viscous coupling. Change elements if necessary.
- Engine oil leaking. Usually flows from the heat exchanger gasket. Replacement solves the problem.
- Vibration. As with any other motor, the reason is the pillow, which must be replaced.
Output
The M104 E28 engine is quite reliable and high-quality engines produced by Mercedes. As for repairs, it is recommended to contact a service station, but most motorists carry out repair and restoration work on their own.
