Selling his "Gelendvagen", faced with a catastrophically low level of knowledge and experience gaining such cars from potential buyers. They were not at all unbearable personalities, but I assure you, my dear reader, such a choice could be sold, even the most worn "Gelik". Therefore, this article is devoted mainly to how to acquire "Gelendvagen" in a decent state, spending as much money as possible for repairs.

But first I will tell you how not to buy Mercedes G-Class. So, we come, as a rule, two hefty men, scratch the turnip, with a smart look bypass around the car. However, some are immediately recognized: "We only see the salon and the body, we still don't understand anyway, let them determine in the service." Some on the contrary, pretend that everything is clear, kicking the wheels, nodding approvingly, but the seller is not even asked to start the engine, not to mention to ask for a ride.

From other cities, there were cases, called the proposal: "We throw off the price for 30/50/100 (depending on the appetite) thousand, taking the car tomorrow." It can call both the dealers and ordinary people who are arranged in the means. The second option is the worst: the consequences of future repairs can be very painful. Also, it is not necessary to acquire a car for the entire existing amount, after which it is not enough for gasoline.

I will make a reservation at once: the buyer's type by an experienced seller is determined immediately at the meeting, therefore it is necessary to "take" sellers not a smart species, but knowledge.

But let's finally skip the lyrical retreat and proceed to the most interesting. So you, my dear buyer, stand around the cherished car, and do not know where to start.

And you need to start, of course, from home. Call the seller. Specify the model and year of the car. The technical condition of the car (of course, in the view of the seller, but except the words "excellent" never heard others). The frequency of service. The answer "everything is in order, service constantly" can be clarified that it is serviced and how often. For example, oil in the engine M104 changes, as a rule, once every 10,000 km., Mobil brand is used 5x50 in summer, 0x40 in winter. Etc. Supposing questions on the change in replacement and consumables can be specified from Table 1 and 2:

Table 1

table 2

№	Name	Types	Replacement time	Mercedes-Benz.	Mobil.	Castrol
1	MCPP	711.1, 711.2,		A000989260310.	Mobil ATF200.	Castrol TQ.
2	Automatic	720.1, 722.3 - 6.2, from 6.2	60,000 km	A0009899203.	Mobil ATF220.	Castrol TQD.
3	Automatic	722.6 — 8+	60,000 km	A001989210310.	—	—
4	Distribution		120,000 km / 1 time in 4 years	A0019892803. - All except G55	Mobilube GX-A	Castrol Ep - 2
5	Bridges		80,000 km / 1 time in 4 years	A0009892803.	Mobilube HD-A	CASTROL EPX - 1.1 (W460) 1.4 (W463) + 1.6 (W460 up to 82g.v.) 1.8 (all rest)
6	Swearing		1 time in 2 years	A0019893451	Mobilgrease MB 2 - 1.5 - NLGI Class 2	Castrol LM.
7	Shrues	when replacing anther		A0009896351
8	Cross		10,000 km / after the "pokatushek"	A000989635111	Mobilgrease xhp222.	Castrol LMX

Having calmed down about the technical condition, you can ask for the VIN seller (wines). First, if the car (with the engine M104, of course, a miracle) was in the USA - to find out his historical in CARFAX (www.carfax.com). Secondly, get online on popular services or from an official dealer (by the way, use the EWA NET program) a printout of the configuration, published from the factory, with the number of aggregates. Thirdly, according to the databases, it is possible to clarify the prehistory of the car in Russia - how many owners were, how many times was in an accident, whether the "wanted list of special products" was listed, etc. But in general, legal issues I tried to leave beyond this article. Perhaps they will be covered in detail in subsequent releases.

You can continue with the simplest - inspection of the appearance. Here at first glance, everything is quite simple. And here is not! It is not enough just to inspect the car for the presence / absence of "spiders" or scratch. Look carefully. The car must be inspected clean. The parts of the car, which have been corrosion or repainted, are quite clearly visible. A rust hinge is usually covered, windshield frame, welded joints on the back panel, space under the bottom moldings. If everything is in order - check, did not repainted the car completely. In itself, it is not very good, since in Russia it is not able to paint well (or the owners are saved on painting). In principle, a complete repaint can be detected by indirect features - a change in color compared to the original paint (the paint number can be clarified by VIN), short-sized inner parts or other color under the chips, polishing traces.

Remember that even a bad painting is nothing compared to the poor technical condition of the car. If the car is in good technical condition, it is better to buy it and add in a proven workshop than repainted again completely in a year or two.

After inspecting the paint coating, inspect the car again to the right and left. The fact is that in case of staying a car in an accident, the asymmetry of some of its elements is observed. For example, the gaps between the "glasses" and the radiator grille. By the way, information on the accident - the collision places can be used more carefully.

The next stage is salon. For many, he is the most important thing, and this is understandable. Sometimes you sit down in this, and you understand: the car is "yours." Or not. But in general, as far as he is well-groomed, you can judge and on the overall attitude of the owner to the car. If the salon is dirty, with traces of cigarettes, food, etc. - Most likely, do not get anything good and from the car itself.

Ask to open the hood. Here, rather, the reverse situation. Wash the bootable space of such a year of release - the undertaking is not the best. But if everything is washed and glitter, the owner most likely, specially slept him before selling. Specify how often it ishes the engine. If simply wipes with ordinary means, respect for him and respect.

Check the engine oil in the engine and, accordingly, the working fluid in the automatic transmission. The engine oil is measured to the "cold", automatic transmission - on "warm", for which it is necessary to drive at least a couple of kilometers, and then translate the lever to the "N" position. The level of fluid on both applications should be between the labels, and remember - overflowing worse than that is not being noticed. Remove the dipstick, wipe it dry and insert it and remove again. Slimming it and fool the clean part of the hand. Find between your fingers and spell well - there should be no particles to the touch. Also, the fluid should not give to the Garu, be moderately dark (depending on the life of the material). Check the remaining liquids in the area of \u200b\u200bthe subcontrol space - the level of antifreeze, brake fluid, liquid for locks. All tanks have appropriate levels.

Sit into the salon and turn the ignition key to the right position so that the indicator lights light up. All of them must be lightweight, and the light airbag indication lamp (SRS) will go out after a while. Carefully follow this, the craftsmen love to switch the bulbs in some places to enter the buyer to delusion. Separately turns on the heating indicator of the rear window - button on the center panel.

Get the engine. Come to the hood, listen to him, put your hand. Ask a friend or owner holding a car "on the brake", translate the automatic transmission knob to the "D" position. Check for yourself if there are vibrations. At the same time, move the wires leading to the engine. There should be no change. If they are observed - perhaps this is another "weak place" of such an engine - low-current wires leading to ignition coils.

Sit back to the salon, drag and get the engine again. On the "cold" turns should be climbed by about 1100 units. On the tachometer, then gently go down to the 800th. The arrow shake, "swim" should not. In the Position of the automatic transmission "D", the arrow decreases to 600 revolutions / min., And also does not tremble. Neatly pressing the brake click on the accelerator pedal to 1,500 revolutions / min. With a good automatic transmission, the car should not be stopped! Release the accelerator pedal. If there is a free space to release the brake pedal ahead. The car must straight off the place without additional actions. It would be nice at this moment to catch the lack of slipping automatic transmission but I'm afraid, without appropriate experience it will be impossible. Translate the ACP lever again in the position "P" and ask the seller to ride.

Carefully follow the dynamics of overclocking, sound, trembling tachometer arrows. Once again, I will not see any shakes of arrows, fuses, the knocks when switching transmissions should not be. The car accelerates smoothly, slightly basically (the row "Sixer" is affected). On the free segment of the road, ask to demonstrate the work of the tempo ("cruise control"). Ask to click on the "kick-down". With a delay of about a second, the car will begin to gain speed dramatically. Slobs should not be, should not work and the automatic transmission limiter. The handle of the dispensing box should not tremble, only a small vibration can be felt, if you put a palm on it. It is important!

Check the "Distribution" knob and blocking, by moving on a sideline. The automatic transmission is set to the "N" position, the dispensing box lever in the position "n", then "G". Make sure you switch the automatic transmission selector to the lower positions and turn into "D" or "3". Include immediately blocking in the "I-II-III" sequence, they are indicated by numbers (the first is in the middle). Opposite them should light up the indicator lamps of yellow color, but this does not mean the fact of switching on locks! Touch from the place and turn the wheel. Locks are not included immediately. It is better to demonstrate their work asking the owner itself. In the normal operation of this system, it is helped to make sure the three ones turned on red light bulbs.

Disconnecting the lock, check the operation of the rotary "fists". Lower the front windows (at the same time checking the operation of the windows), remove the steering wheel to the leftmost position and go around the meter, then do a similar effect with the extreme right position. No cod, chrush should not be. If there is - get ready for bulkhead.

If possible, look under the bottom of the car - look. If not - do not work out especially. Let it do in the automotive service. Ensure only the absence of grass and leaves on the suspension, mud lumps, threshold integrity. It would be nice - and in the absence of "off-road" accessories. The choice of a car, actively operated on off-road, should not be exactly in the first place in your list.

If nevertheless managed to look at the bottom, including on the car service, make sure the integrity of the springs, the absence of scraps of the wires and tubes of the brake system. Of course, the heights on the engine pallet and the automatic transmission should be absent. It is also very important, because the weak point of such an engine is the possibility of overheating, so there should be no submersions, and the cooling and ventilation system will work "like a clock". Bolts on pallets should be in integrity, without torn slots or wired pieces of metal. VIN-number, by the way, on the frame (visible on the left right front wheel, should be read well. Cardanan status visually not check, but I wanted to warn from one common mistake. Abundant lubricant pieces on Cardan, bridges and frames to be, of course, should not. On the one hand, this is, of course, the fact that the owner at least once in the life of "Syringe" Cardan. On the other, excessive "syringe" when the lubricant climbs from the junctions of the cardan parts, reduces its service life.

On this we will finish the independent inspection of the car, the restructuring of the remaining part of the servicemen. Be sure to change all consumables, and it is very desirable that the owner does not make this self before selling (it should perhaps). Indeed, in this case, foreign particles in fluids are fairly easily detected, if any. Be sure to replace the engine oil, fluid into the automatic transmission, dispensing box, bridges, "Busy" cardanis, the benefit of them, as opposed to the current new ones, press oils are still preserved. Check the lubricant in swivel "fists". Replacing the liquids in the engine and automatic transmission, of course, implies and replacing the corresponding filters.

In the car service it is possible to spend your own mini-expertise. Here and use the printout of the number of units of the configuration of this car, which left the factory (see). We already know the location of the room on the frame, there is still a plate attached to the central air intake in the processionate space. There are no shoves on such models. The location of the motors is varied for each model, in connection with which the corresponding table is attached.

Table 3.

MERCEDES-BENZ engines	Motor number location
M 102.	Left at the bottom of the cylinder block behind the power steering bracket
M 104.	Right on the cylinder block behind the generator
M 110.	Right on the cylinder block for the distributor
M 111.
M 271.
M 117.	On the left on the billet of the flywheel crankcase
M 119.	On the left on the rill of the flywheel crankcase or in front of the collapse of the cylinders
M 120.	Right on the cylinder block at the starter
M 112.	Right on the cylinder block on the transmission flange
M 272.	Right on the cylinder block on the transmission flange
M 113.	Right on the cylinder block on the transmission flange
M 137.	Right on the cylinder block on the transmission flange
M 275	Right on the cylinder block on the transmission flange
Om 606.	On the left side on the cylinder block
Om 616.	Left on the block closer to the checkpoint
Om 611.
Om 612.	Left on the block over the left engine support
Om 613.	Left on the block over the left engine support
Om 646.	Left on the block over the left engine support
Om 647.	Left on the block over the left engine support
Om 628.	Right on the cylinder block on the transmission flange

In addition, it is advisable to check the source automatic transmission number, but it can be asked to do in the car service.

According to the results of the inspection, a reasonable bargaining is possible. Below is a table, according to the results of which you can "fight" with the seller for the final price. Or abandon the purchase at all.

Table 4.

Approximate table of the cost of repair of individual units

No. P.P.	Name breakage	Price of materials, rub. *	Price of works, rub. **	Amount, rub.
1	Overhaul engine M104	48000	25000	73000
2	Overhaul automatic transmission 722.3	53000	28000	81000
3	Full painting of the body (+ collection / parsing)	51000	32000	83000
4	Repair box repair	56000	12000	68000
5	Replacing intermediate cardan	43000	6000	49000
6	Front / Rear Cardana Replacement	56000	8000	64000
7	Bulk up Schrusov	23400	12000	35400
8	Replacing electric "braids"	33000	10000	43000
9	Replacing radiator cooling	21000	4500	25500

* When ordering, original materials or non-original analogues of suppliers of "Mercedes-Benz" were used

** Prices are used by one of the companies from St. Petersburg

Good luck to you, my dear friend!

M104 engine dignity and disadvantages

Engine M104. It was in two replenishments: the volume of 2.8 and 3.2 is a row 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 the engines, has its own constructive drawbacks about which we will talk now.

M104 series engines have good dynamic characteristics:

2.8 (197 hp)

Torque: 270 N / m

Acceleration up to 100 km / h: 9 sec

Fuel consumption in the city: 13-14 liters

3.2 (220 hp)

The car with this engine has a good dynamics of less than 8 seconds to 100 and torque 315 N / m.

Overclocking up 100 was written for Mercedes W124 for other cars it will be different.

M104 problems

In general, the engines of this series are very reliable and have a good resource you only need to change the oil and oil filter while changing only high-quality oil.

The first thing is subject to these motors. This overheating is mainly due to the malfunction of the Viscouft fan, and also this happens because of the constructive feature. All row sixes are prone to overheating.

He also may also overheat because of a clogged radiator, so if he clogged to clean it better.

The second disease M104 is the drips of oil because of the gasket of the head of the cylinder block, it begins to flow somewhere in the region of 100 thousand km. Because of the use of low-quality oil, nozzles that are supplied to the oil are provided in Mercedes M104 in order to avoid overheating of the pistons.

In the case of clogging the nozzle, the piston may occur, the sign of the engine can be the sign of this, then it's too late because you have fallen into overhaul, whether it is easier to change the oil than to pay 40-50 thousand rubles for repairing the engine 40-50 thousand rubles, and maybe more .

And so we have already discussed technical characteristics M104 And its main faults will now briefly discuss the shortcomings and then what to pay attention to the purchase.

1) The malfunction of the Viscounts. After the purchase, reinsure and replace the Viscuft.

2) The clogged radiator. Clean the radiator

3) the engine deposit in the case of a worn gasket of the GBC. Replace the gasket.

4) Before buying, pay attention to the sound of the engine should not be any knocks and it should not told if it happens, it has serious malfunctions.

Thank you for your given time I hope in the article you learned at least that it is useful for yourself, wait for other reviews about German cars and about engines.

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As you understand, consider all the motors and modifications that have been in the last 35 years is not possible, and therefore will have to limit the W463 series, starting since 1997. Of course, this time interval for the machine that survived several restyings and many current changes, sometimes very serious, very large. And the accuracy of the design description from this will suffer. But I will try to pay attention to the main issues arising from choosing and operating such a machine.

Body and Salon

Like any car of this brand, Gelendwagen is well conceived and not bad. According to the standards of 79 years, of course. The design of this car has changed little over the years, and all the "bugs" have long become simply "features." Therefore, do not be surprised by this simpleness that this is the most "rotting" Mercedes of all that the outer loop of the body can leave the rust flows on the bright paint, that the windshield frame to five years often has almost end-to-end corrosion that the bottom Doors and region of the groove roof to the same age everything in "bubbles" ...

Short-letters and cabriolets are deprived of such troubles as the cracking of the body in the rear, but the bulk of cars with a five-door body is in the risk area. Pulling moldings and seals - rather a rule than an exception. They say, older cars were better protected from corrosion, but hard to believe, because the market is a bunch of machines with holes in the floor and thresholds.

On the age-related frame machines can corrode to a state when exploitation is already contraindicated. This is especially true of a variety of "former military" machines with the body of W461 and "Asians" - cars from Saudi Arabia and the UAE. It is especially unpleasant that the VIN-number is located just on the frame in the area of \u200b\u200bthe front wheel arch, and therefore in this zone will constantly be wet, it is hot, and also sandblasting and stones are not rare. After damage to the number, the car is no longer correctly registered.

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In the photo: Mercedes-Benz 230 G Cabrio (W460) salon, 1979-82, Mercedes-Benz Cabrio salon (W460) "1979-87, Mercedes-Benz 500 GE salon (W463)" 1993, Mercedes-Benz G 500 LWB salon (W463) "1998-2002, salon Mercedes-Benz G 400 CDI CABRIO" 2002-2006, Mercedes-Benz G-Klasse salon (W463) "2015

Another "not uncommon" is the criminal cars that the number will be interrupted, the benefit of Gelendwagna is the only place where the room is packed so capital. The rooms on the bridges are not entered into the database, the engine number is now also not taken into account, and the body number is a sign on the air intake of the stove under the hood, which will easily be on the new body, if you have to change it. If the corrosion of the frame will go too far, I'm afraid you will have to buy a new one, for half a million rubles a minimum. I repeat once again: this is a license part, here you need to understand the seriousness of the situation.

Chassis

However, it is not necessary to think that the suspension is eternal. The reliability of the machine is based not only on the quality of the design, but also on the regularity of maintenance. And this service machine requires regularly. Here, for example, continuous bridges - they are here and in front, and behind. According to the majority of owners who do not bother them with technical nuances, "there is nothing to break there."

Moreover, shock, when it turns out that the oil had to be changed regularly, the hinges in the drive of the front wheels are not only lubricated, but also monitor the integrity of the anthers. Yes, and the bearings of gearboxes in bridges may fail, and the consequences of the most unpleasant, up to the replacement of the bridge assembly during damage to the landing place. Even the springs here, imagine not eternal, especially if all five people often drive in the car, and even with a cargo. The rear often seated already when running from 60 thousand, and to a hundred, the front and rear springs and shock absorbers are practically required. More troubles can add the fifth shock absorber - the steering damper. Without it, the car loses those crumbages of manageability, which were able to instill Stuttgart engineers.

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Even often fail the suspension position sensors and an ABS wiring under the frame. The reason in general is understandable - such fragile details of absolutely "disposable" on off-road, they are almost impossible to protect them from stones. If you run the suspension, you will have to change the powerful levers-traction themselves, and even the traverse frames, they can break the "divergent" lever to the state when new rubberometallic hinges will no longer save. However, it is necessary to try to combine completely negligent attitude towards the car with a movement of serious off-road. With more or less typical operation of the suspension is significant reliable, not a couple of cars.

Cardan shafts do not tolerate neglect. Here they are two main, and even intermediate - from the checkpoint to the transfer box. Crosses require regular lubrication and maintenance, and if not engaged in this, the vibrations and blows in the transmission will soon begin. And if it is very unsuccessful to rush through the stones, then the cardan shafts themselves can be contacted. And if the cost of the Krestov set is not so great, about ten thousand rubles, then each of the two cardanov costs more than one hundred thousand. By the way, according to unconfirmed information, crosses from Gazelle are suitable here. Yes, among the owners of the legendary jeep there are those who are looking for ways to reduce the cost of operation, try not to frow it so clearly.

Electrician

It is limited here only by referring to the fact that on a five-year car you can meet the broken wiring of doors. And on a ten-year, sometimes replacing whole harnesses. Causes are different - from originally not the most successful wiring to the operation mode. Podkapota harness does not like travels on dirty water and hitting sand to corrugations, but salon - humidity due to the ever-leaking rear door and washing the salon "from the hose". In general, the car released after 2000 will most likely require an electrician intervention in the near future after purchase, but it is just likely that the work price will be small, for there is absolutely classic wiring without fashionable "optics" and SAM blocks. If something broke, then it can be cleaned with the "control" and head on the shoulders.

Transmissions

Probably Gelendwagen tried out all the automatic transmission, which Mercedes released over the past thirty years. The vintage 722.3 and 722.4 for a short time was replaced by five-speed 722.5, which, without regrets, changed to electronically controlled 722.6, and it had long been changed to a more fashionable 722.9. Actually, all these automatic transactions have already been said many in reviews, and. Until 722.5 - these are classic hydroauts without unnecessary electronics, very simple and reliable. But to deal with the work of a governor and configure it, find a fault - this is not a figure for you to read the scanner. And the last in a row 722.5 suffers from the problem with the fifth transmission, it is a purely mechanical miscalculation.

From 722.6 it all depends on the year of release. Initially, it is actually a beta version of the new product, and only from 2001-2002 - already one of the most reliable five-speed automatic transmission. But 722.9, it seems that they will not bring to the state when the owners will stop moving on his head to the state of the owners. So they are best just not to know about the existence of such details and enjoy the fact that their cars are equipped with an ultramodern and durable box. By the way, the owners of cars with a box 722.5 and earlier 722.6 are known for such an interesting "glitch" as the example of the automatic transmission. This means that in the cold, and even with a diesel engine, the car will not go anywhere if half an hour or at least ten minutes. Just the lever will not be accredited from the spot, and 722.4-722.5 also will not be shifted by the first few kilometers. There were no special problems with mechanical boxes, probably. In addition, there are few cars on the "mechanics".

These are the remaining transmission troubles in the form of dispensing and locks can spoil a lot of nerves. Vacuum, hydro and pneumatic actuators have a bad habit of poorly diagnosed in the hands of modern "masters", which means that the owner will have to be disadvantaged. The iron itself is quite durable - you need to try to break it very much. But for some reason, those who wish are always located, and faced with expensive repairs, prefer to sell the car. There are quite a lot of such "problem": somewhere the system does not work at all, somewhere does not work partly. Check the reliability of blocking and unlocking is in advance, because it is not easy to go to blocked bridges around the city - it is dangerous and will definitely lead to transmission breakdowns.

Engines

Old school The G-class also got all the main series of Mercedes Motors. Moreover, it is noticeable that healthy conservatism was present in the line of aggregates. So, noticeably later than the passenger cars, the jeep moved to multicolate motors and distributed injection, and in general, the engines were always less forced. Nowadays it looks a bit strange, but essentially the solution is absolutely faithful - heavy machine is not so important than the game with the maximum power, but the thrust and reliability are priority. Engines release 1979-1994 You are unlikely to see in perfect condition. No matter how reliably "iron", it easily fails when driving a control system, power and cooling of the motor. Here and the old engines of Gelendvagenov often have been "focused" many times due to accumulating breakdowns of all systems and operation errors. Their description is not to choose the most reliable, but simply to understand how the design thought was and with which you can face in the process of the selection of the "classic" Mercedes. The first engine, with which he saw the light of the car, is a series of M115 with a volume of 2.3 liters, a carburetor eight point. Such can be found in working condition under the hood of some W123, but on the SUV he served not so long. With power in 80 or 90 hp and exploitation of dusty primer resource ended even by the end of the nineties. It is unlikely that you will be able to find a car with this engine. More than 230Ge was completed with very similar M102 series engines. The power here is slightly higher, 118-122 hp, the K-Jetronic injection system is now considered troublesome and unreliable, but essentially a problem in the absence of specialists and the high cost of the flow meter and some original components. For many decades, these systems worked properly, and it is equally well to work if they are sorted out with high-quality spare parts. However, many cars have a classic "collective farm" under the hood, or with the injection system based on the "January" controller with a vase (by the way, sometimes well-minded), or some rework of the original system, not always successful. Since cars with these motors from 1985 to 1991 were produced, then there are many more on the go, you can meet and excellent preserved specimens, there are contract aggregates. But everything rests on the presence of direct hands, and of their or hired specialist is the case of the owner of the car.

Similar problems lie holding 280GE output from 1979 to 1991. The only difference is that the M110 M110 Motor with K-Jetronic has six cylinders and 156 hp. Otherwise, it is reliable as far as the age allows. By the way, the peculiarity of these engines is the presence of two upper camshafts, despite the fact that there are still 2 valves per cylinder. This is something like a European HEMI with a form of combustion chamber, close to hemispherical. For newer 300GE machines, the M103 series M103 is 3.2 liters. In fact, it is M102 with an excess pair of cylinders and a capacity of 170 forces. The same injection system and a simpler design of the block head with one camshaft, like M102. For the first time on Mercedes, the chain in the Timing drive, due to the miscalculation, the resource had no more than 100-120 thousand kilometers. The rest of the engine turned out to be more than simple and reliable. M117 M117 Motors with a volume of 4.5 liters on the first G500 have a very decent age. After all, they appeared on executive Mercedes yet - to say scary! - In 1969. A simple design with two valves per cylinder has phenomenal stability to poor maintenance, overheating and attempts to "drive." All this sometimes allows them to be in full of living condition and so on. It is a pity that Gelik has been released with this engine of just a year and a half, from 1993 to 1994. On the nose was the introduction of euro-2 norms, in which the old motor did not fit in any way, and the demand for such a powerful version was not expected. Power in 241 hp Does not affect the imagination, the motor has 3.2 m103 power only a little less, but the torque is huge - 405 nm. Well, the simplicity of the structure is phenomenal - almost all components of the engine are in front or in the collapse of the block and are easily accessible. No wonder with age, the number of "five hundred" increases. Many put such engines in Old Gelendwagen, the benefit of engines in excess, they can still be found in excellent condition removed from executive sedans. New era Reforms began with the use of motors with a fully electronic injection of the M104 series in 1994. Moreover, progress walked as we released, injection systems changed three pieces. Such a motor may well even live to this day without a boaronta, if he looked after him. Not that older did not survive, but the chances of a more modern design with a more developed self-diagnosis above. Yes, and his years is smaller. Motor is much more successful than M103. It is more powerful (all 220 forces), more reliable, less weak places, reliable timing, better lubrication system and cooling system. However, he was not released for a long time, it was changed to more complex motors of the M112 series. About these motors. Now the old car with such an engine is one of the most successful options at cost and convenience.

Newer "five hundred", which went after 1997, equipped with a modern M113 series engine, which. A good torque on "Nizakh" in 460 Newtons is perfect for the SUV, and the fuel consumption is not much larger than that of V6. The tax is unlikely to grieve the owner, because Gelendvagen in normal running around the city will easily pull the sum of three times large than government defeats, so the choice is also not bad. Since 2008, the engine has been replaced by many motor motor, the power has grown to 388 hp, but the operation on a heavy SUV is very tough, and the motor is considered one of the few "unsuccessful". Zadira in cylinders and high oil consumption are a consequence of operation in dust, higher load and more rigid temperature regime. However, most likely Gelendwagen has nothing to do with the W221, and on other Mercedes models, this engine is also relatively often. Charged AMG for their cars used M113, M137, M157 and M275 series. Moreover, G55 from AMG and more powerful, and more reliably the undeading options for the G500 in the interval of 2008-2012, despite the high power and extreme thermal package, the motors copier. Motor V12 M137 was produced extremely long, but according to the experience of exploitation of other machines with such an engine, you can not wait for any particular unpleasant surprises, except for a close inconsistent space is not very adapted for it. For any work, the motor needs to be removed, in any case, this recommends the manufacturer. But a similar problem with the complexity of service is generally characteristic of such "long-playing" structures that are trying to complicate to infinity.

More than fresh M157 engines are already difficult to consider successful, they have noted problems on many AMG machines. But you understand who and how does it go? Do not worry if you have money for a 550-strong car, repair you must pull. The author of these lines with difficulty represents the amount necessary for the successful operation of such a car and the needs of the owners, but if suddenly you are from them - contact me, share. Diesels Diesel motors who put on Gelendvagen are the same on which there were turns in economy Europe of the 80s. The rank "four" series OM616 (1979-1987) at 240gd, "five" Om617 (1979-1987) and "six" OM 603 (1987-1991) at 300GD and 350GD, OM602 (1987-1991) at 250gd, 290gd ( 1991-1996) and 290gDT (1997 - N.V.) are considered one of the "eternal" motors. If you search the network, you can find frames for the launch of such engines, stood for 30 years in the landfill, and other bullying. With at least some kind of maintenance, the motors can still run and even go. It only needs to remember that a diesel engine without a turbocharger is not at all the locomotive thrust, to which you are accustomed, and the speakers from hopeless versions are not at all, and 290gdt does not differ in particular acne, it is a pure "cargo" option. More than fresh motor is OM606 (1996-2000) already with four valves per cylinder and turbocharged, with a capacity of 177 hp and 330 nm of the moment. The dynamics of Gelendwagen with him is already a decent passenger car. The design is still forkarmed, classical, but the TNVD is still mechanical inline, simple and reliable, albeit with electronic injection correction from Lucas. By the way, this motor is a close relative of the M104 engines. The probability of finding alive is very high. Newest motors with the CDI prefix in the title already with the electronic injection Common Rail, significantly sharper, with more expensive fuel equipment, but to find a problem and fix it on such motors much easier. In addition, these engines are newer.

400 "Good when the solarium is high-quality. Well, I think there are no problems with this.

I have already drove about 30 thousand for almost a year. The problem is none.
I go in general every day practically. The average consumption 20 liters per hundred km.

The history of the creation of a gelika. (From some kind of magazine, I do not remember exactly)

The history of the G-Waagena is. In the early 1970s, Iranian Shah conceived to arm his army with SUVs. Being at that time, one of the largest shareholders of Daimler-Benz, he ordered a "his" company 20000 military vehicles. The decision to develop an SUV was adopted in 1972. The first wooden layout was ready in April 1973, and a year later a metallic prototype appeared. The uncomplicated rectangular forms, sweeping along wooden models, were so successful that they met without significant changes to the present day. Spar Rama, continuous front and rear axles, all-wheel drive transmission with a demultiplier, folding soft top, removable door sidewalls, loving on the windshield hood, Spartan interior.
The production was decided to post at a joint venture Steyr-daimler-Puch in the Austrian city of Graz, which by that time had a vast experience in the development of off-road machines of different types. It was planned to open a separate assembly production with a personnel number of about 800 people and produce an SUV for 10 years.
But on the eve of the launch of the machine into the series, the order was canceled by the revolutionary government of Iran. The situation has developed unsightly: there is a car, and the buyer disappeared. Recruited the Federal Border Guard Service of Germany, who became interested in a novelty. The first serial car went to the army in February 1979. And went, went: the car liked military Norway and Argentina, orders from Indonesia, then from other countries in Europe and Asia. Small-sector production made it possible to perform special orders. For example, generals from Indonesia ordered cars without doors, but with huge scissors on the front bumper - to cut the barbed wire. Machines for forester, fire protection, sanitary cars were built. Gelandewagen was collected by small batches from cars in Greece. In France, we produced a modification of Peugeot P4 with a 70-strong diesel engine Peugeot XD3 (these machines often flashed on TV - they are in service with the UN).
And soon the company began to contact and private buyers. And in 1983, the Gate of the Plant left the first "civil" version - with air conditioning, comfortable seats, a 5-speed gearbox, painting "metallic". To the civil standards, the coarse military machine was gradually adjusted, step by step. New motors appeared, blockable inter-axis and inter-whelt differentials, power windows and other equipment were included in standard equipment.
Gradually, the share of civil cars was equal to military orders and now rose to 75%. But despite the good demand, the pace of release remained modest: 14,000,000 cars were made for 20 years - on average, 7,000 cars per year. Now about half of G-Wagenov is sold in Germany. The rest diverge throughout the world. The second after Germany the market is Japan - last year it is sold there ... 800 cars.
Yes, yes, several hundred cars per year are a very serious market. Most likely, the top ten of the largest buyers includes Russia.
And so what is curious: about 80% of all the released cars still on the go, and the losses mostly made cars that died in accidents or on the fighting field

Photo report on repair of motor harness M104 Gelenvangen G320

Greetings to all. I have long wanted to update the repair topic of one of the most common motor harnesses by 104 engine, due to the fact that some of the previously applied methods and materials have lost their relevance.

So, this time, Gelendvagen in 463 bodies came to replace the wiring, M104 motor. The wiring was previously repaired, but had certain disadvantages that required the elimination. Among them:
1. Located in half the 3rd pin connector of the temperature sensor (a consequence of an unreliable way of opening the connector);
2. The cable to the crankshaft sensor was not woven into the engine wiring, it was separate from the harness;


3. Broken chips on ignition coils.

No more special crime was noticed. It would be limited to the elimination of the shortcomings listed, but still the owner asked to make a new harness. Let's proceed.

Nick the wiring and make up the electrical circuit. I note that in the original on Gelendvagen, the engine wiring was laid without plastic box directly on the engine. In general, it is not very good, since in this case the motor harness is experiencing greater heating than when it lies in the guide box. Therefore, to make a new harness will be in it).

In the image, we ride a branch on coils and nozzles. The chains of the coils laid the heat-resistant cable of RKGM 1x1.5 in silicon organic isolation in braid from fiberglass. It is these branches that are susceptible to the maximum temperature effects, because they are underway under the lid of the candlestones covering the ignition coil. The branches of the nozzles, as well as the remaining sensors and actuating elements, are made by color car conductor PGVA 1x0.75. The wire is not heat-resistant, keeps the temperature to 75 degrees, but where it is laid not so strong heating as in the case of coils. I note that all the plus chains are implemented with a red wire.

When the branches are woven and the structure of the harness is formed, it should be finally fixed using the Materia TESA isol, which is applied in the original, or shrink tube. Each methods have their pros and cons. When the harness is rewinding with a male tape, he breathes if moisture falls on it, it will dry pretty quickly and it will not lead to an oxidative process. On the other hand, if such a harness to put on a snotty motor, after entering the oil and dirt, the wiring will constantly get dirty. The heat shrink tube has no minus. Her and choose, and Tesove only strengthen the place of branching of the harness.

Pretend as the 1st branch will fall into the box. We leave it, then go back and achieve branches on the ignition coil, there are our nuances.

You also need to do the same with the second branch, which goes to the throttle, the flow meter, Dug, detonation sensors, the phase sensor and the crankshaft sensor. Unlike 124 and 202 bodies, the throttle of Gelendwagen has a different design - it is activated by a standard oval 8 pin connector (mother), but it is located directly on the throttle housing and has only 6 contacts. Therefore, 6 wires of the PGVA 1x0.5 sq.mm are laid on the throttle chain. The phase sensor is made on the Hall effect (and not inductive as 124 and 202), so instead of the shielded cable, 3 conventional PGVA wires 1x0.75 sq.mm are supplied to it, one of which is + 12V. To restore detonation sensor chains, we use the shielded RG58C / U cable with multi-level central residential and isolation from high density polyethylene.

Cable on the crankshaft sensor with connector A 129 540 22 81 The car owner acquired a new one that despite the high cost (~ 1500 rubles) is the most reliable option among the other two possible. The first option is to withdraw this cable with the connector from the wiring 93 years (but the cable can be concerned), the second is to take a new RG58C / U cable and spill a cap connector with subsequent gluing.

Figure below shows the procedure for mounting the terminal to the retractor starter relay. After crimping and decaying the terminal should be washed with a solvent from the flux residues and climb. Then, to increase the mechanical strength and additional protection against external influences, the compound is closed by a shrink tube.

It is just a bunch of cut and thoroughly washed with a washing concentrate "Dowling" connectors from an old cable.

Removing the contacts of the injectors connectors, the camshaft sensor, detonation and block control blocks are carried out using a specialized ejector of TYCO Electronics.

The owner of the car also took care of the purchase of new connectors on the ignition coils along with the wire included. Alas, but the cross section of the supplied wire of the wire is only 0.75 squares, which is clearly not enough for coils, in addition, the insulation of the applied wire is PVC. Therefore, only chips will be useful.

Before assembling the injectors, DD, DF, and block control pads, you should collect the desired package - the contacts of the AMR and silicone nozzle glands. These contacts to achieve the required connection strength are clipped with a cluminer and are disappeared.

Of particular interest is the cutting of the shielded cable for detonation sensors to split the contacts of the specified type. The technology is such - from the cable is removed about 4 cm of insulation, and the braid is placed in a thin heat shrink. Then the larger cross section is put on the place of dismemberment of the central core and braid. After assembling the connector on the cable and the connector also dresses the tube followed by shrinkage.

Now we return back to the formation of the branch of the ignition coils, the manufacture of which was postponed at the beginning of the article. The photo shows 4 of the supply wires - 3 thin cross sections of 1.5 quadrators and one thick cross section of 6 squares. Thin wires - control minuses from the control unit, thick wire - the overall plus power of the three fittings. Its cutting is carried out as follows - the edge is pretty about 5 cm, on which three wires are wound on both sides by a cross section of 1.5 square. Next, the place of branching the plus chain is perished, varnished and protected by a tube.