The Mercedes Benz OM651: Is it a good engine?

Summary

El vídeo ofrece un análisis detallado del motor Mercedes-Benz OM 651, utilizado en varios modelos como los E, S, C-Clases y GLS. Se discuten temas de fiabilidad, mantenimiento y problemas conocidos, como el sistema de tensión de la cadena de tiempo, el sistema de inyección de combustible y los componentes del sistema de emisiones. El presentador también explora la accesibilidad de piezas como el bomba de combustible y el sistema de escape, y destaca la modularidad del sistema de emisiones para facilitar futuras reparaciones.

Takeaways

• 🚗 El motor OM 651 de Mercedes-Benz se encuentra en varios modelos, incluyendo clases E, S, C, GLS, GLK y MLS en Europa y EE. UU.
• 🔧 Aunque el motor OM 651 es menos conocido que sus predecesoras OM 648 y OM 642, el vídeo busca desentrañar sus características y posibles problemas.
• ⏱ La cadena de tiempo del OM 651 se ha movido a la parte trasera del motor, lo que puede complicar el acceso a otros componentes.
• 🔗 La tensión de la cadena de tiempo es un problema común en muchos motores Mercedes, y no es una excepción en el OM 651.
• 💧 Los sistemas de inyección de combustible, incluyendo los inyectores y la bomba de inyección, son similares a los del OM 642 y son considerados bastante confiables.
• 💰 Reemplazar todos los inyectores en un motor OM 651 es más económico que en el OM 642 debido a la diferencia en el número de cilindros.
• 🔧 El acceso al bomba de combustible y la bomba de vacío es más complicado en el OM 651 debido a su ubicación trasera y la necesidad de desmontar otros componentes.
• 🌡 Los sistemas de escape del motor OM 651 incluyen un sistema de dos filtros de partículas (DPF) y un inyector de fluido AdBlue (DEF) para reducir las emisiones.
• 🛠 La ubicación del motoriza del OM 651 en la parte trasera del motor complica el mantenimiento y la reparación de componentes como la bomba de agua.
• 🔋 Este motor no tiene una bomba de dirección hidráulica, sino una dirección eléctrica, lo que reduce la complejidad y el riesgo de fugas de fluido.

Q & A

¿Qué motores de Mercedes-Benz se mencionan en el video antes de profundizar en el OM 651?

Se mencionan los motores OM 648 y OM 642 como parte de la generación anterior de motores diésel de Mercedes-Benz.

¿En qué vehículos se utilizó el motor OM 651 en Europa?

En Europa, el motor OM 651 se utilizó en una amplia gama de vehículos, incluidos los modelos E-Class, S-Class, C-Class, GLS y GLK.

¿Qué problema común se menciona en relación con la cadena de distribución del OM 651?

El problema más común relacionado con la cadena de distribución no es la cadena en sí, sino el tensor, que se desgasta con el tiempo y necesita ser reemplazado.

¿Cuál es la diferencia entre las cadenas de distribución del OM 648 y el OM 651?

El OM 648 utiliza una cadena de distribución de doble fila, mientras que el OM 651 solo utiliza una de una sola fila. Sin embargo, esto no es un problema grave en el OM 651 debido a que la cadena solo impulsa los árboles de levas.

¿Por qué es más complicado trabajar en la bomba de combustible del OM 651 en comparación con motores anteriores como el OM 642?

La bomba de combustible del OM 651 está ubicada en la parte trasera del motor, lo que requiere más tiempo y desmontaje de piezas como el filtro de combustible y los enfriadores de EGR, lo que hace que el trabajo sea más complicado.

¿Qué tipos de inyectores puede tener el OM 651 y en qué se diferencian?

El OM 651 puede tener inyectores piezoeléctricos, que no utilizan solenoides tradicionales. Son más confiables y similares a los inyectores del OM 642.

¿Cómo afecta la ubicación de la bomba de vacío en el OM 651 a las reparaciones?

La bomba de vacío está ubicada en la parte trasera del motor, lo que dificulta el acceso y requiere más tiempo para su reemplazo, a diferencia de los modelos anteriores donde estaba en la parte frontal.

¿Qué beneficio ofrece la dirección asistida eléctrica en el GLK en comparación con la dirección hidráulica?

La dirección asistida eléctrica es más sencilla y no requiere mantenimiento de fluidos ni reparaciones complejas asociadas con las bombas de dirección hidráulica.

¿Cuál es uno de los posibles problemas con el sistema de emisiones del OM 651?

Un problema común es que las piezas del sistema de emisiones, como los sensores de oxígeno, pueden fallar con el tiempo, pero suelen ser reparaciones relativamente sencillas y económicas.

¿Cómo se pueden solucionar los problemas con los filtros de partículas diésel (DPF) en el OM 651?

Los problemas de obstrucción del DPF se pueden resolver limpiando el filtro en lugar de reemplazarlo, ya que es raro que el catalizador dentro del DPF falle completamente.

Outlines

00:00

🔧 Introducción al motor Mercedes-Benz OM 651

El vídeo comienza con una revisión de las últimas tres generaciones de motores diésel de Mercedes-Benz, incluyendo el OM 648, el 642 y el OM 651. Se menciona la ubicación de estos motores en diferentes modelos de vehículos en Europa y Estados Unidos. El objetivo del vídeo es profundizar en los detalles del OM 651, abordando temas como fiabilidad, valor y problemas conocidos. Se destaca la importancia de comprender completamente el motor OM 651 debido a su uso en varios modelos de vehículos.

05:01

🛠 Problemas conocidos y acceso a componentes del motor OM 651

Se discuten varios problemas comunes asociados con el motor OM 651, como los problemas de la cadena de tiempo y su tensión. Se aclara que la cadena de tiempo en sí no es un problema, sino más bien el tensión que puede debilitarse con el uso. Se describe la ubicación de la cadena de tiempo en la parte trasera del motor, lo que afecta la accesibilidad de otros componentes como la bomba de combustible y la bomba de vacío. Además, se menciona la necesidad de reemplazo de inyectores y la accesibilidad desafiante de la bomba de agua, que se encuentra en la parte delantera del motor y es de control vacío.

10:02

🚗 Sistema de dirección eléctrica y mantenimiento del sistema de transmisión

El vídeo aborda la ausencia de una bomba de dirección hidráulica en el vehículo, reemplazada por un sistema de dirección eléctrica que utiliza un motor de servo en la palanca de dirección. Esto elimina la necesidad de preocuparse por fugas de fluidos y la complejidad de una bomba de dirección. Se menciona la ventaja de esta configuración en comparación con sistemas hidráulicos tradicionales. También se discute la necesidad de mantener los fluidos en el sistema de transmisión y la complejidad de acceder a componentes como la caja de transferencia y el eje delantero en vehículos con tracción en las cuatro ruedas.

15:03

🌐 Sistemas de emisión y su fiabilidad en el motor OM 651

Se explora el sistema de emisión del motor OM 651, incluyendo el sistema de particulas (DPF) y el sistema de aditivos (como el adBlue). Se menciona que, aunque estos sistemas añaden complejidad y costos de reparación, han sido modularizados en las generaciones más recientes de motores para facilitar futuras reparaciones. Se discuten los componentes individuales del sistema de emisión, como los sensores de oxígeno, la inyectora de adBlue y el catalizador SCR. Se aborda la fiabilidad de estos sistemas y se sugiere que, aunque es probable que se produzcan fallos en componentes individuales, estos suelen ser relativamente baratos de reemplazar y no requieren la sustitución de todo el sistema de emisión.

Keywords

💡OM 651

El OM 651 es un motor diésel de Mercedes-Benz, destacado en el video como uno de los más utilizados en diferentes modelos de la marca. Este motor se caracteriza por su confiabilidad mecánica, aunque presenta ciertos desafíos de mantenimiento debido a la complejidad de sus sistemas, como la ubicación de la cadena de distribución y la bomba de combustible. Es un tema central del video, ya que el presentador analiza sus ventajas y problemas en profundidad.

💡Cadena de distribución

La cadena de distribución en el motor OM 651 es un componente crítico que sincroniza el funcionamiento de los árboles de levas. En este video, se menciona que aunque algunos motores más antiguos de Mercedes usaban una cadena de doble fila, el OM 651 usa una de una sola fila, lo que genera debate sobre su durabilidad. Sin embargo, se explica que el problema principal no es la cadena en sí, sino el tensor, que es una pieza de desgaste que debe reemplazarse periódicamente.

💡Bomba de combustible

La bomba de combustible en el OM 651 está ubicada en la parte trasera del motor, lo que la hace difícil de acceder en comparación con modelos anteriores de Mercedes-Benz. En el video, se menciona que esta ubicación complica su reparación, requiriendo la remoción de varios componentes, y su reemplazo es común en vehículos con alto kilometraje.

💡Inyectores

Los inyectores en el OM 651 son componentes clave del sistema de inyección de combustible. Se mencionan como elementos robustos y fiables, similares a los inyectores utilizados en modelos anteriores como el OM 642. El video discute la posibilidad de intercambiar inyectores entre motores y menciona el costo de reemplazo de estos componentes en caso de fallas.

💡Emisiones

El sistema de emisiones del OM 651 es uno de los aspectos más complejos del motor, con componentes como el DPF (filtro de partículas diésel) y el sistema de inyección de DEF (fluid de escape diésel). El video resalta que estos sistemas están diseñados para reducir las emisiones de NOx, pero también añade complicaciones adicionales en términos de mantenimiento y costos de reparación, ya que varias piezas son susceptibles a fallas con el tiempo.

💡Sistema de dirección eléctrica

El OM 651 incluye un sistema de dirección asistida eléctrica, lo cual es inusual en motores diésel de Mercedes-Benz. Este sistema elimina la necesidad de un sistema hidráulico, lo que reduce la complejidad y el riesgo de fugas de líquido. En el video, el presentador lo menciona como una ventaja en términos de simplicidad y mantenimiento.

💡Transfer case

El transfer case, o caja de transferencia, es parte del sistema de tracción en vehículos 4MATIC equipados con el OM 651. En el video, se menciona que su mantenimiento es más complejo debido a los sellos del eje que pueden fallar con el tiempo, lo que puede resultar en filtraciones. Es un ejemplo de los desafíos mecánicos asociados con la configuración de tracción total de algunos vehículos Mercedes-Benz.

💡Sistema de vacío

El sistema de vacío en el OM 651 es otro componente crítico que impulsa el servofreno. En el video se menciona que el sistema está ubicado en la parte trasera del motor, lo que complica el acceso en caso de reparación. También se advierte que si la bomba de vacío falla, puede causar problemas adicionales como la contaminación del sistema de vacío con refrigerante.

💡DPF (filtro de partículas diésel)

El DPF es un componente clave en el sistema de emisiones del OM 651, diseñado para capturar partículas de hollín del escape. El video menciona que aunque este componente no suele fallar con frecuencia, puede obstruirse con el tiempo, lo que requiere una limpieza en lugar de reemplazo completo. Esto se menciona como parte del mantenimiento regular de los sistemas de emisiones en los vehículos diésel modernos.

💡SCR Catalyst

El SCR Catalyst es una parte del sistema de emisiones del OM 651 que se encarga de reducir las emisiones de NOx mediante la inyección de DEF en el sistema de escape. El video explica cómo este componente, junto con el DPF, desempeña un papel esencial en la limpieza de los gases de escape, pero también es susceptible a fallas y puede requerir reparaciones costosas con el tiempo.

Highlights

深入探讨梅赛德斯-奔驰OM 651发动机，这是欧洲多款车型使用的发动机。

OM 651发动机的可靠性、价值和潜在问题全面解析。

讨论了OM 651发动机的定时链问题，特别是张紧器的磨损问题。

OM 651发动机的定时系统位于发动机后部，与其他系统相比有所不同。

解释了从双排定时链到单排定时链的变化及其对发动机的影响。

讨论了燃油泵位置的变化及其对维护工作的影响。

OM 651发动机可能有两种不同类型的喷油器，与OM 642喷油器相似。

真空泵的位置变化及其对发动机维护的影响。

OM 651发动机的水泵可能有两种类型，讨论了真空控制水泵的潜在问题。

OM 651发动机没有动力转向泵，而是采用电动转向系统。

讨论了4MATIC系统中前传动轴的维护复杂性。

展示了OM 651发动机的排放系统，包括DPF和DEF系统。

讨论了排放系统组件的可靠性和维护成本。

预告了下一个视频将展示OM 651发动机的变速箱油更换和前传动箱维护。

Transcripts

hello everyone uh in my last video I

went over the last three generations of

Mercedes-Benz diesels the OM 648 642 and

then this engine which is the OM 651 I

went over just you know General uh uh

reliability value of these engines uh

but this video I'm going to get real

deep into the OM

651 this is everything you need to know

to get up to speed on the mercedesbenz

OM

651 reason being Mercedes put this

engine in quite a few different vehicles

in Europe they were put in everything

they were put in uh e-classes s-classes

c-classes the GLS the gks they were

putting everything um here in the United

States they were put in the E-class the

GLK and then later I believe in

2016 uh they were put in the uh MLS or

glees now if you're an older diesel

owner or you know you know a bit of

information about the older diesels like

the 648 or the 642 this engine is a

little bit more of a mystery there's not

as much information out there on these

engines so my goal here is to dig deep

into this engine and show you guys

exactly all of the issues that this

thing has we're going to go through the

reliability of every single system I'm

going to get underneath the car and show

you the emissions equipment we're going

to go through the fuel injection system

we're going to go through the injectors

the injection pump the timing chain

issues that these engines are are known

for not actually an issue I'll explain

why later potential vacuum pump problems

emiss systems problems we're going to go

through all of it now we're going to

start with the timing chain uh you know

if you if you browse forums reading

about these om 651s you're going to see

stories you're going to hear every now

and then about the timing chain issues

that these engines have there's several

videos out there of you know cold

startups on these engines where you hear

timing chain

rattle um you hear of people needing to

do timing chain replacement it's it's

not as big of an issue as what people

think the issue is not actually the

timing chain it's the tensioner and this

is actually a common problem across

numerous different Mercedes engines the

the tensioners themselves do wear out

they're a wear item and they do need

replacement every once in a while now

anybody that's worked on Mercedes

diesels before would probably be

familiar with the timing chains being on

the front of the engine down here that

is not the case with this engine the

entire Timing System on this engine is

on the back now that now that does

complicate things with other systems

that are typically run off the timing

chain like the vacuum pump the fuel pump

we will get into that a little bit later

now there's a little bit of controversy

around the timing chain itself Mercedes

with their older 648 647 and 646 engines

the inline predecessor to this engine

those engines used double row timing

chains with this engine it only uses

single row timing chains now several

people speculated that because they went

from a double row to a single row that

the chain is not as strong it's subject

to more stretch now while that is true

it's not technically a problem on this

engine and the reason being the only

thing that the timing chain drives on

this engine is the cam shafts I'll throw

up another video here for you to see

what that looks like the oil pump the

fuel pump the vacuum pump the balance

shafts on the bottom of the engine

everything is gear driven off of the uh

crankshaft the only things that are

driven by a chain as I said are the cams

themselves the benefit of that is that

the chain itself is shorter and it has

less stress on it when running this

engine was also used on the sprinters

from I believe 2014 up and there are

numerous engines out there with over you

know 2 300,000 Mi on them with regular

maintenance and the tensioner being

replaced as I mentioned earlier the

chains themselves seem fine even people

that have gone in and have replaced the

chain because of the tensioner issue

have noted that the chain didn't really

need to be replaced now the location of

the timing chain being on the back of

the engine opens up a couple other

issues that make this engine just a

little bit harder to work on

um number one being the fuel pump

location now on the 642 and the 648 the

fuel pump is located on the front of the

engine right around here benefit of that

being that the pump is easy to get to

from the front of the engine you don't

need to really take anything else off

other than maybe a belt to be able to

access it problem on the 651 is that you

can see here the fuel rail is right down

here follow the fuel rail back over here

and you can see another metal fitting

right down there that goes down

way deep into the engine down here we're

not quite in the back of the engine but

you know we're towards the back way down

there underneath all this junk is where

the fuel pump sits so if you need to

change the fuel pump which you know

higher mileage Vehicles you will have to

do it is more of an in-depth job than on

the older diesels you're going to have

to remove the uh fuel filter you're

going to have to remove I believe people

said the the EGR coolers and everything

in here you're going to have to remove

I've been doing some reading on the

forums and from what I could tell people

say it's about a 4-Hour job to get out

the the pump now the injectors

themselves uh these engines apparently

can have two different types of

injectors the injectors that are on this

engine that I have here appear to be

very very similar to the uh om 642

injectors uh they're Paso Electric

injectors they don't use typical

solenoids um the return line is a little

bit improved from what we're used to on

the 642 um but the injectors themselves

are pretty foolproof and you can get

om642 injectors which again I I know on

the OM 648 that you can use 647

injectors I I have a couple in my car

that I've been using for like six years

and they're they're perfectly fine I

don't know on the 651 if you can use the

642 injectors I think that would be

worthwhile looking into um but I know

that these exact injectors with the 651

part number are around 340 bucks a piece

so being that this is a four-cylinder if

you needed to replace all the injectors

it's going to be cheaper than on the

642 now same story as fuel pump access

is the vacuum pump the vacuum pump on

these things is engine driven uh

obviously drives the brake booster back

there but you can see this vacuum land

rather than going to the front of the

engine as we're used to on the 642 it

goes to the back of the engine back here

all the way down Focus you all the

way down to the back of the engine back

here next problem we have on the front

of the engine it is below all this relay

mess down here and it

is the water pump which sits right back

there uh these water pumps on these

engines um there can be two different

types I I don't know what the

delineating factor is on on you know

which vehicles use which pumps or not

but I know that the majority of the USC

cars have vacuum controlled water pumps

and I believe the reason for that is

that they can open and close very I

valves in the water pump to make sure

that the engine can heat up faster uh

that's one thing that I've noticed on

this engine that is very interesting is

this thing less than a mile down the

road is already up to 60° C this thing

heats up really fast and it is wonderful

in the winter time you've got heat out

of the vents almost instantaneously in

this thing however problem with this

vacuum controlled water pump that and

this is all going off of uh third hand

information I've never actually had to

do this repair but people say that the

just like any other water pump the main

shaft seal can can go bad and can leak

uh coolant all over the front of the

engine the second problem that I've

heard however is that these vacuum pumps

when they go bad a seal can fail

internally that can put uh coolant into

the vacuum system and can wipe out the

vacuum pump kind of an oversight on

Mercedes if you ask me but from what

I've heard on these you will get an

immediate low coolant light that will

show up if that uh pump actually fails

enough to cause the the vacuum system to

be affected now as I mentioned in the

last video this vehicle does not have a

power steering pump you may notice it

missing down here what you're looking at

down there is the AC compressor this

vehicle has uh an electric steering

option code now this is the first

Mercedes I've ever owned that has

mechanical option codes usually option

codes for vehicles that are attached to

the VIN um options you can get to the

vehicle are cosmetic um maybe they have

a bigger fuel tank uh maybe they have a

heated steering wheel or a wood steering

wheel or something like that um this

vehicle actually has numerous option

codes associated with Mechanicals of the

engine and transmission electric power

steering is one of them here is the

steering rack you can actually see two

pretty large gauge looks like maybe

eight gauge wires going into a Servo

motor uh this rack does not use

Hydraulics it's entirely electric um

advantage to that is you don't have to

worry about fluid leaks like you have on

the older MLS or

gl's um and you don't have to worry

about the extra complexity of having a

power steering pump now in my opinion

that makes these electric steering racks

a better option compared to the

Hydraulics because it's more of a

self-contained unit and you don't have

the added complexity of having a power

steering pump the hoses that can go bad

on them the pump itself can go bad you

don't have to worry about adding and

maintaining the fluid levels now on this

GLK they only came in formatic for the

Diesels but I know that the e-classes

the e250s you can get in either the

formatic or just standard rear wheel

drive uh one additional thing to keep in

mind as far as maintenance goes for the

uh formatic system is you do have the

added complexity and uh fluids that need

to be maintained for the uh front

transfer case above the DPF and exhaust

here you can actually see the drive

shaft right here coming through up to

the front transfer case as well as the

ujoint up there that is a bit of a pain

in the ass to get to if you need to

replace it another thing that can happen

which this uh GLK appears to be

suffering from is I believe the the

shaft seal uh for the front axle here as

it goes out the shaft seal up there I

believe is leaking pretty slowly it it's

kind of hard to see here but you can see

that the transfer case over here is a

separate casting from the oil pan Which

is over here this complicates things a

little bit because you have multiple

shaft seals as the axle for driving the

front wheels goes from the transfer case

through the oil pan and out to the other

side when these shaft seals go bad that

is an absolute nightmare of a job to

replace those things I can tell when I

remove the bottom covers off of this

thing there's not even a single drip

onto the aerodynamic panels so this is

not even leaking slow enough to drip I'm

just going to keep an eye on fluid

levels of the transfer case here but I

don't believe this warrants repair yet

I'm going to try and show you guys the

fuel pump location here from the

underside of the vehicle this might be a

little bit hard to get the camera to

focus on but I'm gonna attempt it I'm G

to come up right up here

kind of slightly behind the bell housing

for the transmission there is a metal

line you see that that shining metal

line that is the main uh pressure line

coming from the fuel pump and going to

the rail it skirts up underneath

the that skirts up uh next to the engine

and goes up to the rail uh where I

showed you earlier all right next thing

I'm going to show you guys is going to

be the emission system and exhaust I'm

going to go tip to butt on this thing

and show you where the complexity starts

and ends uh you can see here this is one

of the dpfs I believe this thing

actually has two dpfs and I'm not

talking about the uh scr Catalyst back

here if you come over here and look

straight up it might be hard to get the

camera to focus on it let me see if I

can get up there and look at it if you

look right there do you see that that uh

round part of the exhaust right there I

believe that is a second DP DPF up here

on top of the DPF this metal line going

through the exhaust this is a pressure

sensor um there's two or three of them

on the vehicle coming back over here to

the other side this is your def injector

your diesel exhaust fluid injector this

is where the Ura coming from back there

in the back of the vehicle comes and

routes around here and injects into the

exhaust now the chemical reaction that

takes place with the def that eliminates

the majority of nox Emissions on these

vehicles does not take place here it

takes place here at the scr Catalyst

this is where the the uh nox and and

remaining particulate that makes it

through uh goes through a chemical

reaction with the diesel exhaust fluid

and that is where the majority of the

magic happens in this exhaust uh one

thing I forgot to mention up here by the

exhaust fluid injector is an oxygen

sensor right here post DPF uh you have

one pre- DPF and post DPF and then back

here behind the uh scr Catalyst you have

another oxygen sensor on both sides you

have another one over here as

well after this point however all the

way back it is a standard exhaust system

now the emission systems on modern

diesels get a bad wrap for a good reason

uh all of these components add extra

complexity as well as cost of repair

however on the newer generation of

diesels the

651 and the uh 2012 and up om 6 42s uh

the exhaust systems have been a little

bit more modularized so that when

something does go bad you don't have to

replace entire assemblies in order to

fix it uh like with the ad Blue System

here with the DF system all of these

components are separate now this uh def

injector if it goes bad um they're I

believe like 190 bucks so I've shown you

all the components of the emission

system of the DPF and the ad Blue System

um but what is the reliability like well

that's still kind of an unknown there's

not enough of these cars out there in

the hands of people that uh do DIY

repairs that that really speak about

them publicly uh but from what I can

tell and what I've read almost all of

these vehicles are 10 11 years old now

and every single one of them is going to

have something in the emission system

fail before it's 10 years old and that

could be something as simple as you know

an oxygen sensor that needs to be

replaced it could be something as

serious as the scr cataly list uh the

def heater uh something like that now

it's not all going to fail at once

you're not going to have to rip

everything out and replace everything in

its entirety it's most likely going to

be one individual component at a time

you might have the tank heater go out

you might have the def injector go out U

maybe it's a a exhaust gas pressure

sensor or something like that uh

virtually every single aspect of the

emission systems in these cars every

individual component uh you won't find

any individual component short of the uh

the DPF or the SC Catalyst that'll be

more than

$200 so as far as you know just

replacing them when they fail it's not

too big of a deal and I've talked about

the scr Catalyst but the dpfs themselves

um the dpfs typically do not go bad

whenever you get uh if you get a code

that shows up in the computer associated

with the DPF being clogged or DPF

performance issues um that can be solved

by removing the DPF and just cleaning it

uh on commercial vehicles uh commercial

diesel pickup trucks semis that have

dpfs they fix those DPF issues by just

cleaning them out it's very rare for a

DPF to actually go bad for the Catalyst

inside of it to actually go bad um and

in these engines it's it's no uh it's no

exemption

so I

would so I would say with these newer

diesel engines I I would not treat the

uh I am I am very interested to see what

this vehic uh what the emission system

is going to be like I've never owned a

car that's had the the ad Blue System

the the def system in it before so I'm

very interested to see what the

reliability of the system is uh is going

to look like if it goes bad you guys are

going to see a video on it that's about

it on the OM 651 I mean this engine has

a reputation of uh mechanically being

very sound uh next video that's going to

be coming out we're going to be doing uh

I'm probably going to separate it into

two separate videos but I'm going to do

a complete transmission fluid flush uh

also going to be doing um a service of

the transfer case uh changing the oil on

that looking at the condition of the oil

but that is it for this video guys

[Music]

peace