Daimler
OM 457
Production period:	since 2003
Manufacturer:	Daimler
How it works:	diesel
Engine Type:	Line six-cylinder
displacement:	11,967 cm 3
Fuel supply:	Pump-line-nozzle
Engine charging:	Turbocharger withintercooler
Power:	185 - 335 kW
Dimensions:	1065 kg
Previous model:	none
Successor:	OM 47x series

The OM 457 is a water-cooled four - stroke diesel engine with pump-line-nozzle injection. It was developed for the drive of vehicles. It can be installed longitudinally or transversely. The displacement of 11,967 cm³ results from a bore of 128 mm together with 155 mm stroke. The ignition sequence of the engine is 1 - 5 - 3 - 6 - 2 - 4, the crankshaft rotation is counterclockwise. The OM 457 is available in several variants for the emission standards Euro III to Euro V  in the power levels 185 - 335 kW.

The cylinder block and the crankcase are made of cast iron , the seven-bearing crankshaft is forged and has bolted counterweights. From the pistons, the power is transmitted to the crankshaft via forged  connecting rods . The engine has single-cylinder heads made of cast iron, which are screwed on with stud bolts. The engine crankcase incorporates coolant, fuel, and oil ports, as well as oil coolers, pump-injector units, and oil spray nozzles. The oil sump of the engine is made of aluminum alloy and holds 27 liters. It must contain at least 16 liters for proper operation, the volume of the oil filter is not included.

The OM 457 has a side down , seven-bearing camshaft. It is driven by a flywheel from the flywheel. The spur gear of the camshaft has a gear that drives the air compressor and the power steering pump. At the end of the camshaft sits a gear that drives the fuel pump. The camshaft per cylinder has one inlet and one exhaust cam, as well as another cam, which operates the unit injector.

The camshaft actuates two suspended intake and exhaust valves (OHV) per cylinder via tappets , bumpers and rocker arms . The inlet valves are connected via a horizontal crosshead (valve bridge), the same applies to the exhaust valves. On the middle of these trusses act at 45 ° angle to arranged rocker arms. Unlike a four-valve system with two overhead camshafts (DOHC), intake and exhaust valves are controlled by the same camshaft and there are only two cams for four valves.

The pistons are graphite coated from an aluminum alloy and below the piston rings. They have a height of 140 mm at the mentioned diameter of 128 mm. The mass of the pistons is 2470 g. The pistons have three piston rings. The piston ring is a chromium-ceramic coated trapezoidal ring made of gray cast iron. The second piston ring is conical and chrome-plated, the third piston ring is made of cast iron with bevelled edge and ring spring. Within the piston runs a cooling channel, which is fed by cooling oil. The combustion chamber in the piston (the piston recess) is divided and holds 93.6 cc. The piston crowns are cooled by oil spray nozzles in the crankcase, the piston pins have a diameter of 52 mm.

The fuel is injected through six- or seven-hole nozzles  with up to 1800 bar  in the cylinder, which are connected via relatively short high-pressure lines with pump-line-nozzle units. Unlike a common railSystem, each cylinder has its own high-pressure pump with its own high-pressure circuit. The pump-nozzle units are located next to the cylinders and are actuated directly by the underlying camshaft. The amount of fuel is controlled by solenoid valves from the controller. The required fuel first flows from the fuel tank into the fuel cooler, which is attached to the crankcase. From there, the fuel runs into the fuel pump, which pumps the fuel into the fuel filter. The fuel filter is heated and is equipped with a water separator for countries with poor fuel quality (primarily Eastern Europe). From the fuel filter, the fuel flows into the pump-nozzle units. Excess fuel is first fed via a leakage line to a pressure control valve, which returns the fuel to the fuel pump. From the fuel filter leakage line, excess fuel flows back into the tank. As fuels diesel fuels can afterEN 590 or EN 14214 . 

The cooling system has a water cooler and holds 15 liters, which is circulated by a pump with 7.7 liters per second at nominal engine speed. From a temperature of 83 ° C, the thermostat opens the valve from the motor water circuit to the water cooler, from 95 ° C it is fully open. The maximum water temperature should be 100 ° C. In addition to the radiator, the engine also has a fan, which is offered in two variants. The first variant has an oil-hydraulic coupling whose power transmission depends on the viscosity of the oil. As the engine temperature increases, the viscosity of the oil changes, causing the fan to spin faster. A disadvantage of this variant is the inertia. The second variant has an electromagnetic clutch that can control the fan speed more precisely. At least every three years, the coolant in the engine to be replaced.

The engine is charged by a turbocharger from BorgWarner with fixed vanes. The charge air is cooled by a charge air cooler before it reaches the intake tract. The exhaust gas is cleaned under the Euro 5 emission standard with SCR catalytic converter and AdBlue.  The air compressor for the compressed air system delivers 890 liters per minute with 12 bar system pressure and rated motor power. The electrical system operates at 24 volts and is powered by up to two V-ribbed belt alternators . To start the engine is a starter with 7 kW power. 

The entire series is as follows:

1. OM 401 V6
2. OM 402 V8
3. OM 403 V10
4. OM 404 V12
5. OM 404A V12 turbocharged

The development of these engines was triggered by the changed at that time minimum motor for long-distance trucks of 8 hp / t. At 38 t for the regular trailer this resulted in 308 hp, this performance was no longer possible with the old engines. For trucks, the 6/8/10-Zylinder were normally used as suction engine, with a cylinder output of 32 HP this gave 192/256/320 HP. The then also widespread 32t train could be offered with the 8-cylinder engine cheaper than the 38t train.

The aim was to jointly use expensive basic elements (such as engine blocks, crankshafts and flywheels) through the cooperation of both manufacturers. The engines were virtually identical to below the cylinder head gasket, pistons and (single) cylinder heads were manufacturer-specific at Mercedes with direct injection (or MAN with center-ball method ). Together, in turn, the engines of both manufacturers, the series injection pump in the cylinder-V.

The modular design principle further increased the number of units for important components and lowered unit costs. The basic design of the engines is always the same: with a V-angle of 90 degrees, the crankshaft was extended by a crank from type to type , and two cylinders were added to the lengthening V. This allowed the motors to be machined on a single production line . The crankshaft always had only one crankpinfor two opposite cylinders. It was therefore accepted that only the V8 engine had a uniform firing distance. The V6 engine was quite restless, but had a very low weight. The cylinder bore was uniform 125 mm and the piston stroke for the smaller engines 130 mm, the 12-cylinder had 142 mm piston stroke. The 12-cylinder engine was the only one that was also offered turbocharged catalog.

The 12-cylinder engine was not used in regular Mercedes or MAN trucks, but only in special vehicles (eg heavy-duty tractors). Due to its larger length, he was the only one not fit completely under the driver's cab, but stood out at the back. With modified peripheral equipment, all engines were also offered as built-in motors , marine drives , locomotive drives , for small power stations and similar purposes.

This series also includes the 6-cylinder in-line engine OM 407 / 407h . The engine was upgraded to the OM 420 (later OM440 and OM500) and is still in production today, after more than 40 years. However, MAN has abandoned its stake in the joint engine plant and sold it to Mercedes-Benz.

In addition to the engines installed in the same way were often the clutches and the transmission of many vehicle series in the sequence similar to construction. Thus, the customers could vary with a variety of transmission series from different manufacturers.

In accordance with the very diverse uses, road trucks, construction site trucks, four-wheel vehicles, municipal vehicles (garbage disposal, etc.) were installed with many variants of chassis, drives, axles and brakes. Between very many similar vehicles, corresponding components could often be exchanged, which increased the series of production and consequently made it possible to limit production costs and spare parts prices.

• OW engine: DB OM 402
  • 8 cylinders, cubic capacity 12760 cm³
  • Compaction 17.2: 1
  • Power: 188 kW at 2500 rpm
  • Max. Torque: 834 Nm at 1400 rpm

• UW motor: DB OM 404
  • Power: 316 kW / 430 hp
  • Max. Torque: 1380 Nm at 1600 rpm

Daimler Benz AG
OM 67
Production period:	1935 to 1954
Manufacturer:	Daimler Benz AG
How it works:	diesel
Engine Type:	R6
Valve control:	OHV
displacement:	7274-7413 cm 3
Fuel supply:	indirect injection
Power:	70-88 kW
Dimensions:	780 kg
Previous model:	OM 5
Successor:	OM 315

The Mercedes-Benz OM 67 is a diesel engine of Daimler-Benz AG , which was developed for heavy commercial vehicles.

The OM 67 is an uncharged inline six cylinder four-stroke diesel engine with prechamber injection , pressure circulation lubrication and water cooling. It is suitable for use with crude oil. were produced several prototype. The first model OM 67has 110 mm bore and 130 mm stroke, the displacement is 7413 cm ³ . The power is specified with 95 hp (70  kW ) at 2000  min ^-1 . This engine with three cylinder heads was built from 1935 to 1938. The original OM 67 was replaced by the latest 1937 by the OM 67/3 , which makes 74 kW. The most important differences are a modified bore-to-stroke ratio, now a seven times instead of four-bearing crankshaft and other cylinder heads; the OM 67/3 only has two more cylinder heads. With a cylinder bore of 105 mm and a piston stroke of 140 mm, the displacement is 7274 cm ³ . This engine was followed in 1939 by the model OM 67/4 , in which the power was increased to 112 hp (82 kW) at 2250 min ^-1 . The subsequent examination OM 67/8 provides 120 hp (88 kW) at 2250 min^-1 . The model OM 67/8 is described in more detail below.

The crankcase of the OM 67 is divided into two parts, the upper part and the lower part. The lower part begins below the horizontal center of the crankshaft and consists of light metal casting. The oil pan is below the front two cylinders. The upper part of the crankcase is made of cast iron , the cylinders are cast in it. Since the engine has two cylinder heads for every three cylinders, the distance between the third and fourth cylinders is greater than between the other cylinders. In the right side of the upper part is the camshaft . It is from the crankshaft via a spur geardriven, which engages directly in the camshaft spur gear; The spur gears are located in a cast on the crankcase gear box and are behind a light metal lid accessible from the outside. On the flywheel side a flange for the transmission is cast, which engages around the flywheel . Brackets for alternator , injection pump , starter and water pump are also cast on the crankcase upper part.

The pistons of the OM 67 are made of an aluminum - silicon alloy and have a flat, inclined in the direction of the antechamberpiston recess. They have four compression rings and an oil scraper ring. The pistons transmit power to chrome-chromium steel forgings with an I-shaped shank. The connecting rod bearings are filled with lead bronze . The crankshaft, also made of chromium molybdenum steelforged, seven-fold stored in the crankcase, the flywheel side crankshaft bearing and the middle, designed as a ball bearing bearing bearings are wider than the rest. At the front end of the crankshaft, a friction vibration damper is mounted on a cone outside of the crankcase , to which the pulley for the fan and alternator drive is attached .

For every three cylinders of the OM 67 has a cylinder head, which is cast from light metal. The prechambers are inclined by approx. 45 ° to the combustion chamber, into which the fuel is injected. The injectors are located in the antechambers in the cylinder head and are easily accessible from the outside, the same applies to the glow plugs , which are screwed horizontally below the injectors in the cylinder head. The usual in an OHV engine bumpersfor the valve train, the OM 67 on the prechamber side is guided through the cylinder head. The exhaust ports of all cylinders opposite the pre-chamber open into a common exhaust manifold for all six cylinders. The intake combustion air passes through two wet air filters and the two longitudinally divided cylinder head covers in the inlet channels at the top of the cylinder head. The intake ports are on the same side as the exhaust manifold.

The camshaft in the crankcase is driven directly by the crankshaft. To the camshaft gear, a gear is flanged, which drives the injection pump. In the middle of the camshaft is a drive wheel for the oil pump of the engine. The valves suspended in the cylinder head are actuated by bumpers and rocker arms by the camshaft. The rocker arms mounted in bronze bearings on the box are connected to the pressure circulation lubrication . A Bosch B-type in- line injection pump , which is driven via the aforementioned gear from the camshaft, delivers the fuel to the injectors. The injection pump has a centrifugal governorthat limits the final speed. The position of the injection pump is chosen so that a compressed air compressor for the brake system can be mounted next to it.

The oil pump driven by the camshaft is flanged to the crankcase. It sucks the oil out of the oil sump and presses it through a strainer to feed it to the main oil line. The water pump is mounted centrally on the exhaust side of the engine. The drive is via the 12 volt / 300 W alternator. Water pump, alternator and cooling fan are driven by a common V-belt.

Mercedes Benz
M 282
Manufacturer:	Mercedes Benz
Production period:	since 2018
Style:	In-line engine , four-cylinder
Engines:	1.4 liters (1332 cm³)
Previous model:	M 270

The M 282 is a four-cylinder - petrol engine of Daimler AG and was in cooperation with Renault-Nissan developed. It is the successor to the 1.6-liter variant of the M 270 and is initially offered in the A-Class ( W 177 ) . The engine is being manufactured by MDC Power GmbH at the Kölleda plant and, in future, by the Beijing plant. 

Technology 

The displacement of the four-cylinder in - line engine is 1332 cc with a bore of 72.2 mm and a stroke of 81.4 mm, with a cylinder spacing of 85 mm. The compression ratio is 10.6. The components of the engine body is contributed by Renault.The four valves per cylinder ( four-valve technology ) are two overhead by a timing chain driven camshaft controlled.In the A 200 in conjunction with the dual-clutch transmission (7G DCT transmission for 2000 euros extra charge), Mercedes-Benz is using cylinder deactivation in the partial-load range for the first time in a four-cylinder engine . At low load demand in the range of 1250 to 3800 rpm, the inlet and outlet valves of the second and third cylinders are closed via a valve lift adjustment. 

Due to its special shape, the cylinder head is referred to by the manufacturer as a delta cylinder head . The multi-hole injection nozzles are arranged centrally in the combustion chamber.An injection high-pressure pump with a maximum of 250 bar is used.

The engine has an exhaust gas turbocharger with an electric bypass valve actuator .Behind the turbine of the turbocharger first a three-way catalyst is used. The engine has a particulate filter as standard . 

Versions 

M 282 DE 14