V6 OM441LA motor, apparently these run crank bearings. Having just bought 3 I would like to prevent this happening, have any owners any experience with these motors?. They are replacing 4 Leyland Constructors which are bloody good trucks.
Thanks Geoff
You have bought 3 !!! I thought they would have all been in africa by now.
has this post been lost in the post !
I’m a silage contractor in NZ, use trucks approx 3 months then often parked up. There’s a lot of trucks here still earning 10/20 yrs old especially provincial areas, modern on road trucks can’t be repaired back of nowhere easily. As I said Constructors were very good off road, getting parts was becoming harder hence upgrading. As to Merc b/e bearing problem it’s in a few inquires on the net. Geoff
Why does that make sense using wagons in NZ and not for UK agri contractors? Different fuel duty regime?
Generally NZ will have drier ground conditions, farm tractor/trailer would be minority in NZ.
A big problem with them V6 engines is the fuel pump drive gear that is behind the cam gear loosing there teeth, so engine out up-side down to get the cam shaft out.
Done about 10 of the, dam things.
Cheers Welly
I think a problem with many MB problems is that, somehow, they never seem to become common knowledge - even MB themselves never seem to know about them…
As to the Welly Bobby pump drive gear problem, I think it is possible that some abrasive gunge has found it’s way between the injector pump and it’s cast iron mount causing enough wear to lead to gear crush and subsequent destruction.
We had pump drive failure on V8 Claas chopper @7000+hrs.
I ran an SK 2534 upto 600,000 kms with the standard fitted EPS gearbox, although it never missed a beat I would be more concerned about that gearbox being suitable on field work.
Only things I spent money on was the chassis autolube pump, exhaust manifold bolts (not unusual for them to shear off) and a new clutch just before it left my ownership.
Big Joe:
I ran an SK 2534 upto 600,000 kms with the standard fitted EPS gearbox, although it never missed a beat I would be more concerned about that gearbox being suitable on field work.
Only things I spent money on was the chassis autolube pump, exhaust manifold bolts (not unusual for them to shear off) and a new clutch just before it left my ownership.
That sounds like it has the potential to be a nightmare job.
There was a camshaft wear problem too wasn’t there?
cav551:
There was a camshaft wear problem too wasn’t there?
I found that problem more on the odd V8s rather that the V6 engines.
Cheers Welly
Welly Bobby:
cav551:
There was a camshaft wear problem too wasn’t there?I found that problem more on the odd V8s rather that the V6 engines.
Cheers Welly
I had an August 95 build 1834 recalled in June 96 for a replacement camshaft, as it had one of a batch which the factory “had doubts about”. The recall wasn’t compulsory though, if you wanted it done fine, if you didn’t want to be without it MB were happy to let it develop.
Sounds like some let them develop.
Yes there was a problem with crank bearings going and it was identified to a “incorrect starting procedure after an oil change” They packed in shortly after an oil change which initially led to priming the the oil gallery using a pressure cylinder which looked like a tougher weed killer spray type can which holds about 5lires. It was a bit time consuming doing this every service so it was eventually changed it to crank the starter for about 30 secs with the pump lever held back so it won’t fire and till the oil pressure gauge started to lift. There was a problem with pump drive gears on the camshaft but most were recalled. The other main problem I had with them was liner pitting, I did quite a few, just make sure you have a top quality anti corrosion coolant in it at the correct strength. If you ever open one up though make sure you keep everything immaculately clean it’s really intolerante to dirt in the oil, eg metal, dust etc.