MERCEDES-BENZ OM 636

MARINE DIESEL PARTS SERVICE ©2010

We supply fully reconditioned, dynamometer-tested engines, engine

rebuild kits and all spare parts for servicing and repairs.

WESTFIELD
LANCASTER LA2 0HF, England, UK
Tel: +44 (0) 1524 791968 Fax: +44 (0) 1524 792653

Email: [email protected]

We offer a reliable and prompt delivery service

UK and worldwide.

OM 636 HISTORY
The legendary Mercedes-Benz OM 636 four cylinder in-line, indirect injection diesel
engine with a cubic capacity of 1767 cm3 and producing up to 42HP was originally
developed between 1946 and 1949 and fitted to the 170D (170Da, 170Db, 170DS,
170SD), 180D and 180Db Mercedes Ponton sedans during the 1950s and is considered
the forefather of later generations of Mercedes diesels.

Its design was derived from the M 136 petrol engine fitted to the earlier 170V and with
which it shares many dimensional similarities and internal components.

Numerous automotive applications of the OM 636 include the Mercedes-Benz Unimog

2010, 401, 402 and 411 models, the 319 series transporter as well as in forklift trucks,
farm tractors, combine harvesters and other special purpose vehicles. The OM 636
was also used to power electrical generators and stationary water pumps.

Readily marinised by fitment of a heat exchanger and sea-water cooling system, the
OM 636 is popular in many yachts and cruisers throughout the world. Over the years,
it has earned an enviable reputation for excellent fuel economy and durability which
contributes to its continuing popularity with boat owners in the 21st century.

During the 1960s, 70s and 80s, the OM 636 engine was marinised by a number of
specialist firms throughout Europe. Among them Wizeman WM-36 (Germany), Volvo
Penta MD4 (Sweden), Renault RC40D (France), Solé Diesel SM-636 (Spain) and
Nannidiesel 4.180 (Italy/France).

In the UK, the 42 HP OM 636 was marinised and fitted with a Bowman heat exchanger
and a belt-driven Jabsco sea-water pump as shown in the picture above.

After the end of production in Germany, the engine continued to be manufactured

under licence in Spain - a testimony to the successful original design. Perhaps the
most recent application of the OM 636 was in Thermo King refrigeration units fitted to
trucks transporting perishable goods.

OM 636 TECHNICAL DESCRIPTION

The OM 636 is a water-cooled, vertical diesel engine with a power rating of between 25
and 42 HP at maximum speed dependent on the fuel injection equipment fitted.

The cast iron crankcase has integral cylinders with a standard bore of 75mm. Re-
boring is possible up to a maximum bore of 77mm. Pistons are available in 4 repair
sizes. It is also possible to reline the block back to standard bore.

The injection pump and oil filter are located on the right hand side of the engine (as
seen from the flywheel end). The generator, starter motor, oil dipstick and breather
pipe are on the left. At the front, an alloy timing cover encloses helical gears driving
the camshaft and injection pump off the crankshaft. A side cover seals the valve lifter
chamber. The alloy oil sump is bolted to the crankcase.

The cast iron cylinder head is fastened to the crankcase by hexagon-head bolts. A
composite cylinder head gasket seals the combustion chambers and water passages
between the head and the crankcase. The cylinder head features removable
precombustion chambers into which injectors atomize the diesel fuel for combustion.
Pre-heater plugs are used as a starting aid. An alloy rocker cover with an oil filler
seals the top of the cylinder head.

The 3-main bearing, drop-forged crankshaft has hardened bearing surfaces. The
centre bearing serves as the thrust bearing. Counterweights on the crankshaft
compensate for the rotational inertia in relieving the forces on the main bearings. The
coolant pump is driven by a 'V' belt pulley fitted to the front of the crankshaft.

The forged steel connecting rods are equipped with bronze bushes at the small end to
accommodate the piston pin and a 2- piece friction bearing at the big end. The
bearing cap is secured to the connecting rod by 2 special bolts and nuts.

The alloy pistons generally feature 3 compression rings and 2 oil scraper rings. The
floating piston pin is retained by circlips. The piston crown is dished.
The drop-forged camshaft with hardened bearing surfaces and cams is supported by 3
alloy bearings in the crankcase. Axial movement is controlled by the front camshaft
bearing which together with the 2nd camshaft bearing is of a split design.

Each cylinder features an overhead exhaust and inlet valve opened and closed by the
camshaft by means of mechanical lifters, pushrods and rocker arms.

The fuel lift pump is mounted on the injection pump and draws fuel from the tank. It
incorporates a hand primer pump that is used the bleed the fuel lines of air (e.g. after
filter replacement). Diesel fuel is fed to the injection pump after passing through a
filter. The low pressure of this fuel feed to the injection pump is regulated by a
pressure relief valve fitted on the fuel filter head. The injection pump delivers fuel
under high pressure to the injectors via rigid injector pipes of equal length. On
engines fitted with BOSCH injectors excess fuel is returned to the fuel tank by a
metallic spill pipe interconnecting the injectors. A flexible fuel spill hose is used on
engines fitted with TDZ injectors.

Depending on application, the injection pump is fitted with a pneumatic or centrifugal

governor that controls the amount of fuel injected according to engine load. On
engines producing the maximum 42HP an automatic timing device advances the
timing of the pump with increasing engine speed.

Engine lubrication is provided by an oil pump driven by the camshaft. Oil is drawn
from the sump and directed into the main oil gallery after being filtered by a fine mesh
strainer or cartridge-type filter. Oil is fed to the crankshaft and camshaft bearings via
small bores. From the front camshaft bearing, oil continues to the rocker shaft
pedestals and cylinder head through external oil lines. The rocker arm bearings and
pushrods are lubricated by oil flowing through hollow rocker shafts. Cylinder bores,
piston pins and timing gears are splash-lubricated. Two pressure relief valves are
fitted to the oil circuit. The main circuit features a relief valve that opens at 8 bar,
protecting the engine against excessive oil pressure. The oil filter is equipped with a
valve that opens at 2 bar allowing oil to by-pass the filter should it be clogged. Most
installations feature an electrical or mechanical gauge to monitor the engine's oil
pressure.

The injection pump and cooling water pumps have their own oil supply and are not
connected to the main engine lube circuit. However, modern replacement water
pumps feature sealed-for-life bearings and require no maintenance.

Engine temperature is controlled by means of a belt-driven coolant pump, a radiator or

heat exchanger and a thermostat.

RECONDITIONING AN OM 636 ENGINE

When overhauling an OM 636 engine, it is strongly recommended to follow the
workshop procedures and guidelines prescribed by Mercedes-Benz and described in
the factory workshop manual. Engines rebuilt to factory specifications using genuine
Mercedes-Benz parts will give many years of reliable service.

Engines to be reconditioned should be completely disassembled and chemically

cleaned, the engine block and cylinder head pressure-tested and oil galleries cleaned.
Any damaged studs on the block or head should be renewed.

Engine blocks that were not originally fitted with liners should be bored out and honed
to the next repair size up to a maximum bore of 77mm. Blocks fitted with liners can be
bored to the 1st repair size 75.50mm or the liners replaced.
Cylinders must be bored and honed to accommodate new pistons. Crankshafts
checked, reground and polished. All crankshaft and camshaft bearings should be
systemically replaced. The camshaft and timing gears checked and replaced if
necessary. A new oil pump should be fitted before mounting the sump to the
crankcase.

Cylinder heads must be refaced within given limits and the valve seats reworked to
ensure the correct valve height. Ensure that the latest valve guides are fitted. These
have an external annular groove to fit a valve stem seal. Early engines do not have a
valve stem seal but feature a valve spring retainer with an extended sleeve. Inlet and
exhaust valves should be replaced if necessary.

When disassembling the cylinder head, the precombustion chambers should be

removed and bead blasted for thorough inspection. Removing these pre-chambers
can be a tricky procedure without special tools but it is strongly recommended since
they are invariably coked up.

Attention should be paid to the condition and wear of all valve train components
especially on high mileage engines e.g. valve lifters, pushrods, rocker arms,
adjustment screws and rocker shafts. Rocker shafts usually show signs of wear and
scoring and should be replaced. The lubrication of the rocker shafts is assured by the
external oil lines and these should be carefully checked or replaced if in poor
condition.

Whilst the core engine is being rebuilt, it is advised to have the diesel fuel injection
pump and the injectors checked and recalibrated by a competent diesel engineer.

New gaskets and seals should be used throughout the rebuild.

If facilities are available, rebuilt engines should be run on a dynamometer for several
hours to confirm power output, oil pressure and exhaust emissions.

The engine can now be completed with its external ancillaries according to its
specification and application. Marine engines will require the fitment of a heat
exchanger, sea water pump, starter motor, alternator, hoses and pipe work. All these
components will need to be checked, reconditioned or replaced.

In order to protect the engine from external corrosion, especially important in a marine
environment, completed engines should be degreased, etch-primed and painted prior
to installation.

This will then result in a ready-to-fit marine engine.

OM 636 NEW SPARE PARTS AND REBUILD KITS

We supply engine rebuild kits and all individual parts for this engine to allow
reconditioning, repairs and maintenance and offer a prompt and efficient delivery
service to your address wherever you may be.

Our stocks include:

ENGINE CRANKCASE, FRONT COVER AND OIL SUMP

Full engine gasket sets

Side cover gaskets
Rear crankshaft seals
Engine block freeze plugs
Engine block studs
Sump plugs
Threaded inserts for the front engine mounting
Cylinder liners with flange or plain

CYLINDER HEAD

Reconditioned cylinder heads

De-coke cylinder head gasket sets
Valve guides
Precombustion chambers and locking nuts
Rocker cover seals
Cylinder head bolts
Cylinder head gaskets for standard and oversize bores
Cylinder head freeze plugs
Oil filler caps

CRANKSHAFT AND PISTONS

Crankshaft main bearings: standard and all undersizes

Crankshaft big-end bearings: standard and all undersizes
Starter ring gears
Conrods, balanced matched sets
Pistons with rings for standard 75.0mm and oversize bores 75.50mm, 76.0mm,
76.50mm and 77.0mm
Piston ring sets, standard and all oversizes
Crankshaft gears
Crankshaft pulleys and bolts

TIMING EQUIPMENT

Camshafts
Camshaft bearings
Timing gears
Pushrods
Valve lifters
Inlet and exhaust valves
Valve springs
Valve stem seals
Rocker arms and shafts
Valve adjusters

DIESEL FUEL INJECTION EQUIPMENT

Reconditioned BOSCH diesel fuel injection pumps

Pump drive shafts and bearings
Fuel lift pumps
Hand primer pumps
Tachometer mounting brackets and drives
Pump mounting gaskets
Injector pipes
Injector pipe clamps
Injector nozzles and sandwich plates
Metallic fuel spill pipes for BOSCH injectors
Flexible fuel spill tubing for TDZ injectors

FUEL FILTER

Fuel filter elements

Rigid metallic fuel lines
Flexible fuel hoses and pipes
Bleed screws
Fuel pipe banjo bolts and copper washers
Fuel overflow valve

We also offer a replacement fuel filter assembly featuring a screw-on disposable filter
which can be replaced without detaching the filter head from its mounting. It can be
specified for remote fitment to a vertical or horizontal mounting surface.

MANIFOLDS

Inlet manifold for marine engine

Inlet manifold gaskets
Throttle body gaskets
Exhaust manifold/heat exchanger mounting gaskets

ELECTRICAL EQUIPMENT

Modern 'Fast-Start' glow plugs to be wired in parallel

Glow plug indicators
Ignition switches & keys
Starter motors, new and reconditioned
Starter motor brushes

Alternator with 80A output to replace standard unit

Alternator mounting rubbers

ENGINE LUBRICATION

Oil pumps
Oil pressure relief valves
Oil pickup pipes
Oil filter strainers
Oil filter gaskets
External oil pipes
Oil pressure senders

The original oil filter assembly on the engine can be replaced with a modern
replaceable spin-on filter fitted at a convenient location in the engine compartment.
Enquire for further details.

ENGINE COOLING

Fresh water pumps with fitted pulley

Water pump mounting gaskets
Water outlet elbows
Coolant vent line kits
Water temperature senders
Thermostats with 32mm inlet/outlet and 13mm by-pass
Coolant hoses in silicone rubber for thermostats with 28mm or 32mm main outlets
Drive belts (17mm) for fresh water pump and alternator
Drive belts (17mm) for sea-water pump

MARINISATION PARTS

Vacuum pipes from injection pump governor to throttle body

Air filters
JABSCO sea water pumps
Impellers for sea water pumps
Fitting elbows on belt-driven sea water pump
Front engine mounting beams
Copper pipes from sea water pump to heat exchanger
BOWMAN heat exchanger assemblies
Heat exchanger tubestacks
Neoprene front and rear end caps for heat exchanger
Water injection bends in marine grade stainless steel
Flange gaskets, heat exchanger to injection bend
Heat exchanger pressure caps
Stop cable brackets and Morse control cable clamps
Oil pressure senders with alarm
Water temperature senders with alarm
Tachometer senders
Calorifier fittings on heat exchanger
Calorifier fittings on water elbow
Engine mountings with 4” mounting hole centres
Sump plugs with fitting for sump pump
Hoses for sump pump
Ignition switches with key
Charge warning lights
Glow plug indicators
VDO water temperature gauges. 52mm dia.
VDO oil pressure gauges, 52mm dia.
Engine oil cooler kits

Engine paint for brush or spray application

OM 636 engines marinised by Nanni were fitted with either a NANNI or a BOWMAN
heat exchanger. Although external parts specific to the NANNIDIESEL heat
exchanger fitment are no longer available, it is possible to re-marinise the engine by
fitting a new Bowman heat exchanger together with the associated pipe work. Please
contact us for more information.

A copy of the original operating and service instruction booklets is available together
with a parts illustration catalogue showing exploded view diagrams of the engine
components.

To receive a compilation of technical and parts bulletins for this engine, please send a
message indicating your email address.

So whether you need a gasket or an engine rebuild kit - contact us to discuss your
requirements.

Nous parlons français.

Wir sprechen deutsch.

http://www.kapaza.nl/Auto_onderdelen/Mercedes/5131028/Nieuwe_waterpomp_mercedes_o
m636_170d_180d.html
 Wasserpumpe Mercedes
OM636 (neu)
Eine nagelneue Wasserpumpe für diverse Schlepper, Stapler und
Mähdrescher mit dem Mercedes-Motor OM636.

Die Pumpe ist u. a. in folgenden Maschinen verbaut:

BKS : div. Anwendungen
BÜHLER : Stapler LM 20 DX
DECHENREITER : SD4210 SD4211 SD4427 SD4616 SD4617
DODISCH : div. Schaufellader
FAHR : Traktor D177, Gabelstapler HS, Mähdrescher MDL
FENDT : div. Stapler
GÜLDNER : Traktor TOLEDO A4M/S
IRION : div Stapler
KÖDEL & BÖHM : div. Anwendungen
MERCEDES : div. Industriemotoren
ORENSTEIN & KOPPEL (O&K) : div. Anwendungen
STILL ESSLINGEN (SE) : div. Stapler
STEINBOCK : div. Stapler

Die Pumpe wird mit Dichtung ausgeliefert.

Natürlich erhalten Sie von uns auch Wasserpumpen für nahezu

alle gängigen Schlepper sowie sonstige Ersatzteile für alle
gängigen Traktoren und Landmaschinen zu TOP-Konditionen. Eine
Anfrage lohnt sich immer.

Bei Rückfragen stehen wir Ihnen gerne per Mail unter [email protected]
zur Verfügung.