The Mercedes — Benz OM640.940 is a 2,996 cc, inline — five turbo — diesel engine produced between 2005 and 2010. It was engineered as a mid — range commercial powerplant for medium — duty trucks and municipal vehicles, featuring common — rail direct injection, variable geometry turbocharging (VGT), and dual overhead camshafts (DOHC). In standard output, it delivered 130 kW (177 PS) and 540 Nm of torque, providing strong pulling performance suitable for vocational applica…
Production years 2005–2010 meet Euro IV standards .
The Mercedes-Benz OM640.940 is a 2,996 cc inline-five turbo-diesel engineered for medium-duty commercial vehicles (2005–2010). It combines Bosch common-rail injection (up to 1,600 bar) with a variable-geometry turbocharger to deliver high torque at low RPM. Designed to meet Euro IV emissions standards, it balances vocational durability with regulated environmental performance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,996 cc | |
Fuel type | Diesel | |
Configuration | Inline-5, DOHC, 20-valve | |
Aspiration | Turbocharged with VGT | |
Bore × stroke | 97.0 mm × 102.0 mm | |
Power output | 130 kW (177 PS) @ 2,800 rpm | |
Torque | 540 Nm @ 1,200–2,600 rpm | |
Fuel system | Bosch CRS 2.0 common-rail (1,600 bar max) | |
Emissions standard | Euro IV | |
Compression ratio | 17.0:1 | |
Cooling system | Water-cooled | |
Turbocharger | Garrett GT1952V VGT | |
Timing system | Gear-driven (no chain/belt service interval) | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 310 kg |
The Mercedes-Benz OM640.940 was used across Mercedes-Benz's Atego and Axor commercial platforms with longitudinal mounting and no licensed external applications. This engine received platform-specific adaptations-reinforced oil coolers in the Axor 1520 and shorter accessory drives in the Atego 1220-and from 2010 was succeeded by the OM926la for Euro V compliance, creating interchange limits. All adaptations are documented in OEM technical bulletins.
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The OM640.940's primary reliability risk is high-pressure fuel pump wear in early builds, with elevated incidence in regions with inconsistent fuel quality. Daimler internal reports from 2008 indicated over 14% of pre-2007 units required pump replacement before 300,000 km, while VCA field data shows Euro IV DPF systems in urban fleets require cleaning every 80,000–100,000 km. Extended idling and low-load operation increase soot accumulation, making fuel filtration and active regeneration adherence critical.
Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The OM640.940 is mechanically robust with a gear-driven timing system and durable block design. However, early models (2005–2007) are prone to high-pressure fuel pump wear if operated with poor-quality diesel. Later revisions (post-2008) with CP3.4 pumps and updated calibration show improved reliability. Consistent use of MB-approved oil and ULSD fuel, along with adherence to service intervals, enables long-term operation beyond 400,000 km.
Primary issues include high-pressure fuel pump wear (especially pre-2008 CP3.3 units), DPF clogging in urban fleets, EGR cooler leakage, and turbo actuator sticking. These are documented in Daimler service bulletins and field reports. Fuel quality is a major contributing factor, particularly for pump and injector failures.
The OM640.940 was used exclusively in Mercedes-Benz commercial vehicles: the Atego 1220 (177 CDI) from 2005–2010 and the Axor 1520 (177 CDI) during the same period. It was not used in passenger cars or licensed to other manufacturers. All applications were Euro IV-compliant medium-duty trucks.
Limited tuning potential exists via ECU remap, typically gaining +20–30 kW. However, stock components—particularly the CP3.4 pump and Garrett turbo—are near their limits. Increased power raises stress on fuel system and DPF, risking premature failure. Tuning is not recommended for vocational vehicles due to warranty, reliability, and emissions compliance risks.
In the Atego 1220 (177 CDI), typical fuel consumption is ~11.5 L/100km (urban delivery) and ~9.0 L/100km (highway), depending on load and driving conditions. Real-world economy ranges from 10.0–13.0 L/100km in mixed service. The engine's efficiency is optimized for steady-load operation, not frequent idling.
Yes. The OM640.940 is an interference engine, meaning piston-to-valve contact occurs if timing is lost. However, the gear-driven camshaft system is highly durable and does not require periodic replacement like a chain or belt. Timing integrity is maintained through proper lubrication and avoidance of severe overheating.
Mercedes-Benz specifies MB 228.31 or MB 229.3 synthetic oil (10W-40 or 5W-40) for the OM640.940. Change intervals are up to 40,000 km under normal conditions. Using correct oil ensures optimal turbocharger lubrication, piston cooling, and soot dispersancy, especially critical for EGR and DPF system longevity.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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