Yes its a 2056, I wanted to mention above all 2056 variants instead of 2260 
2011 E350 Bluetech
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240D
Have horrid memories of Saabs requiring a block and tackle to remove the whole engine to get at stuff that wears out routinely. Spark plugs and whatnot, you couldn't change a worn-out belt in an old Saab without rebuilding half the car. They realized it was killing their rep, though--expensive lesson.
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From: Albuquerque
'10 CL550, '12 GL550
None of us need nor can afford an engine designed to last 500K miles in a commercial vehicle or 20 years in a cruise ship. None of us needs a "rebuildable" engine as is assumed by industrial criteria.
None of us wants to carry around that weight, paying the performance penalties either.
1970s to mid 1980s Mercedes may have been produced closer to this "ideal," but those ideals are ancient history and now irrelevant.
Also pretty true is the notion that Mercedes really aren't and never have been "last forever" cars. The large majority of 1980s-1990s Mercedes still on the road in the USA are basically clunkers, not being maintained hardly at all and mostly seriously deteriorated. They are gross polluters and not particularly fuel efficient by today's standards and the sooner they're gone the better for everyone.
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From: Portugal
'13 E500 Coupe AMG// '17 E350d // '24 E53 AMG
I just want to say that you guys are comparing a old engine with old technology with a complete different thing.
The I6 is more rpm friend, so it have a huge turbo for high end power, while the V6 is all about quick acceleration, little turbo and more gears (7).
I have the V6 and know very well the I6 and what they are capable of, but the V6 will be allways better.
About the iron vs aluminium engines, future is aluminium and many diesel engines here in Europe are made of aluminium, the technology had good improvement in last 8 years.
The V6 320cdi is around Europe for 8 years! all problems are sorted out, the best MB diesel engine for the last 12-15years.
In the other side, the 7G-tronic software is not very well tuned for diesel engines!
You guys have to drive the new 350CDI with 265hp, that's a very good engine, not as fast as the 35d from bmw but its from MB, and MB know how to do diesel engines
PS: Get the V6, just get ride of the DPF and bluetecs stuffs, they only decrease the fuel economy.
The I6 is more rpm friend, so it have a huge turbo for high end power, while the V6 is all about quick acceleration, little turbo and more gears (7).
I have the V6 and know very well the I6 and what they are capable of, but the V6 will be allways better.
About the iron vs aluminium engines, future is aluminium and many diesel engines here in Europe are made of aluminium, the technology had good improvement in last 8 years.
The V6 320cdi is around Europe for 8 years! all problems are sorted out, the best MB diesel engine for the last 12-15years.
In the other side, the 7G-tronic software is not very well tuned for diesel engines!
You guys have to drive the new 350CDI with 265hp, that's a very good engine, not as fast as the 35d from bmw but its from MB, and MB know how to do diesel engines
PS: Get the V6, just get ride of the DPF and bluetecs stuffs, they only decrease the fuel economy.
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From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
None of us needs a "rebuildable" engine as is assumed by industrial criteria.
None of us wants to carry around that weight, paying the performance penalties either.
The large majority of 1980s Mercedes still on the road in the USA are basically clunkers, not being maintained hardly at all and mostly seriously deteriorated.
They are gross polluters and not particularly fuel efficient by today's standards and the sooner they're gone the better for everyone.
What happened to your "today's standards" argument? *Poof* right out the window.
Last edited by 240D 3.0T; Jan 25, 2011 at 10:07 PM.
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From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
"Little" is an understatement. That GTA2056V is very undersized even for stock power on my 125hp engine! How it does'nt explode flowing enough air for 210hp is anybody's guess.
Incorrect. Its only been in use for 6 years.
That is false information.
Also incorrect, the transmission itself is a bad design.
The V6 320cdi is around Europe for 8 years!
all problems are sorted out, the best MB diesel engine for the last 12-15years.
In the other side, the 7G-tronic software is not very well tuned for diesel engines!
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From: Portugal
'13 E500 Coupe AMG// '17 E350d // '24 E53 AMG
"Little" is an understatement. That GTA2056V is very undersized even for stock power on my 125hp engine! How it does'nt explode flowing enough air for 210hp is anybody's guess.
Incorrect. Its only been in use for 6 years.
That is false information.
Also incorrect, the transmission itself is a bad design.
Incorrect. Its only been in use for 6 years.
That is false information.
Also incorrect, the transmission itself is a bad design.
The V6 went out in mid 2003 in the W221 S320cdi...
If the v6 is having problems, maybe in America, because in Europe is one of the best diesel engines out there.
About the turbo, the GT2260v it only can do max 260hp, the GTB2260vk can do 280, when the GT2359 can do +300!
So witch MB diesel engine was better than this V6 in the last 12-15years?
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From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
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From: Portugal
'13 E500 Coupe AMG// '17 E350d // '24 E53 AMG
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Joined: Nov 2007
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From: South Carolina
2009 E320
This is an interesting discussion and I wonder if you can put it in perspective for me. I can understand that the newer engine designs, emission requirements, and ULSD can make the newer V6 diesel less durable, rebuildable, and maintenance free than the older I6 design.
However, does this make them less durable and maintenance free than the current and upcoming petrol engines?
However, does this make them less durable and maintenance free than the current and upcoming petrol engines?
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From: Central Pennsylvania
2012 S350 Bluetec 4Matic, Diamond White, P2
German assembly line worker earn more than their us counterparts, receive nearly 3 time the paid vacation each year, and have full medical coverage. Often times, the inefficiency and waste of corporate america is blamed on the US worker, but the facts truly do not support this argument.
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From: Central Pennsylvania
2012 S350 Bluetec 4Matic, Diamond White, P2
This is an interesting discussion and I wonder if you can put it in perspective for me. I can understand that the newer engine designs, emission requirements, and ULSD can make the newer V6 diesel less durable, rebuildable, and maintenance free than the older I6 design.
However, does this make them less durable and maintenance free than the current and upcoming petrol engines?
However, does this make them less durable and maintenance free than the current and upcoming petrol engines?
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From: Dix Hills, New York
2012 C250 Coupe
That is false information.
The iron cylinder liners are cast into the aluminum cylinder block and no press in sleeves are available. That means once the cylinder bore is damaged or excessively worn, the block (aka, the engine) is scrap metal. That, by definition, means the engine is not rebuildable.
The entire engine is filled with integrated parts that, if damaged or worn, require many other components to be replaced with it.
The valvecovers are integral and machined to match to the cylinder head. That means if a valvecover is damaged the entire cylinder head must be replaced.
The turbo is not sold as individual parts. That means if the electronic actuator fails (as they frequently do) the entire turbo must be purchased.
If any of the piston cooling jets in the block are so much as bent, the block is scrap metal (Per MB).
So on and so on. The entire V6 is based around minimal manufacturing costs; not reliability, ease of repairs or longevity.
The iron cylinder liners are cast into the aluminum cylinder block and no press in sleeves are available. That means once the cylinder bore is damaged or excessively worn, the block (aka, the engine) is scrap metal. That, by definition, means the engine is not rebuildable.
The entire engine is filled with integrated parts that, if damaged or worn, require many other components to be replaced with it.
The valvecovers are integral and machined to match to the cylinder head. That means if a valvecover is damaged the entire cylinder head must be replaced.
The turbo is not sold as individual parts. That means if the electronic actuator fails (as they frequently do) the entire turbo must be purchased.
If any of the piston cooling jets in the block are so much as bent, the block is scrap metal (Per MB).
So on and so on. The entire V6 is based around minimal manufacturing costs; not reliability, ease of repairs or longevity.
Interesting bit about the valve cover. I'm actually scratching my head as to what someone would have to do in order to damage it.What have you heard?
On the turbo, that is typical of many parts on many different cars. I've yet to find a company that will sell me just one component as opposed to an entire assembly. For example, right now I am currently in need of a gear for my window motor. Not the entire motor, just the gear; i've had no luck finding anyone who will only sell me just the gear.
The new V6 diesel is interesting and i've talked to several owners and none have had any problems with them yet. I'm curious to hear more about the piston cooling jets and how they can become damaged.
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From: Dix Hills, New York
2012 C250 Coupe
What makes you so sure? I can't necessarily say that you are wrong and that my OM603 doesn't have cylinder sleeves, because I have never looked with my own two eyes. However, this is what I have been told by my mechanics, and to watch for any coolant leaks because of it (apparently it is even more critical if coolant starts to leak without cylinder sleeves?)
Nevertheless, it really isn't a big issue. I was hoping that you would be able to comment on my other points. (How damage occurs to the various critical components that would make the engine scrap metal). Not because I doubt you, but because I really don't know how this occurs; and would like to know because I am thinking of getting a new bluetech. Something to look out for, I tend to try and buy my vehicles and run them until it becomes a nuissance (about 200,000mi)
Nevertheless, it really isn't a big issue. I was hoping that you would be able to comment on my other points. (How damage occurs to the various critical components that would make the engine scrap metal). Not because I doubt you, but because I really don't know how this occurs; and would like to know because I am thinking of getting a new bluetech. Something to look out for, I tend to try and buy my vehicles and run them until it becomes a nuissance (about 200,000mi)
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From: Dix Hills, New York
2012 C250 Coupe
Well then, you sir are an idiot and have lost all credibility with me. Not only do you fail to provide any proof and say anything meaningful besides "false", or "no". But you don't ever answer the entire question to my post above when asked twice about how a piston cooling jet can get bent, or a valve cover damaged.
On the subject of the OM 603 having/not having cylinder liners... The 603.961 {300SDL and 87 300D} DO have cylinder liners. The 603.97x {350SD/SDL} DON'T have cylinder liners. And unlike you, I will provide some pictures to prove my point...
Have a nice day!
By the way, the images come straight from Mercedes-Benz, I reached out to some corporate friends through Generation-Benz... Try telling them that they are wrong.
On the subject of the OM 603 having/not having cylinder liners... The 603.961 {300SDL and 87 300D} DO have cylinder liners. The 603.97x {350SD/SDL} DON'T have cylinder liners. And unlike you, I will provide some pictures to prove my point...
Have a nice day!
By the way, the images come straight from Mercedes-Benz, I reached out to some corporate friends through Generation-Benz... Try telling them that they are wrong.
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Joined: Apr 2006
Posts: 1,116
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From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
Thats correct.
You want proof, go stick a magnet on your block. If its aluminum then it won't. Imagine that concept, checking your own facts.
Oh, hey, lookie there, an IRON CYLINDER BLOCK!
Sheep travel in herds.
Not only do you fail to provide any proof
Oh, hey, lookie there, an IRON CYLINDER BLOCK!
true dat.....
Last edited by 240D 3.0T; Feb 10, 2011 at 08:21 AM.
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From: 1 hours drive north of Sydney Australia
2007 W204 220CDI Classic Sedan
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From: CT
GL 450, 993TT, Cayenne Diesel, 964C4
This is a great thread. I just picked up an 09 GL 320 for my wife and am very interested in learning more on the evolution of Mercedes 6 cyl diesels. Its too bad that MBUSA do not offer diesel 4matic in the E class or I would consider it as a DD for the Northeast USA.
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From: Connecticut
2018 BMW 540d
Stay away from any mercedes diesel beyond the 06 CDI with the straight 6. From 2007 until today, the V-6 diesel engines are throw away. The US EPA has destroyed the once reliable workhorse of years ago - the diesel engine of today is so burdened with stringent emission controls that you can guarantee routine shop visits to fix all the check engine lights that will plague the owner for years to come. Urea injection and particulate filters are regulatory requirements beyond the technology to build any reliability into these engines.
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From: Virginia
W212 M276 DELA 30 ; W211 M113k, W126 M117, W126 OM617, W211 OM642 ; R107 M117 X2, Sierra 1500 LZ0
The new bluetec is the same engine they've had since 07 (I think). It's definitely no slouch, but I think you'll find there's a large difference between your 335d and bluetec. I would consider a 335D coupe if they sold it here, but I just don't like the sedan's looks. If I'm forced into a sedan, it might as well be large enough to be useful.
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From: Central Pennsylvania
2012 S350 Bluetec 4Matic, Diamond White, P2
Almost 10K absolutely trouble-free miles on my 2011 E350 Bluetec. Overall mpg for the past 5K miles is 32.4 mpg (according to the computer). I regularly see high 30's on the highway at 75 mph. The torque is right where Americans spend most of their time in the rev band. It is really hard to find a nit to pick. Oh, there is a perceptible diesel vibration when first started when cold when compared to the gassers.
