MERCEDES-BENZ A0061515901 STARTER
Product Specifications
Product quality
OEM Equivalent Grade
5 sold
Wholesale price USD
$36.21
Wholesale price CNY
¥246
bolt MOQ (Minimal order)
6 pcs
local_shipping Production time
36 days
package_2 Shipping Weight:
2.85 kg
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Application (cross references) 7
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| MERCEDES-BENZ | A0061515901 |
| MERCEDES-BENZ | A0061510501 |
| MERCEDES-BENZ | 0061515901 |
| MERCEDES-BENZ | A006151590180 |
| MERCEDES-BENZ | A006151590183 |
| MERCEDES-BENZ | A006151590187 |
| MERCEDES-BENZ | A0986021800 |
Overview & Operating Principle
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The STARTER is the engine starter motor — the high-torque direct-current electric motor that cranks the engine from rest to a speed sufficient for the combustion process to become self-sustaining, typically 100–200 RPM for petrol engines and 150–250 RPM for diesel engines. The starter assembly integrates three functional elements: the DC series-wound or permanent-magnet motor that draws 80–300 amperes from the battery to develop the torque required to overcome the engine's compression and internal friction loads during cranking; the solenoid — a two-stage electromagnetic switch mounted on the motor body that simultaneously engages the starter drive pinion with the flywheel ring gear via a plunger-operated lever mechanism (first stage) and then closes the heavy-current main contacts that connect the battery directly to the motor armature (second stage); and the overrunning clutch — a one-way roller or sprag clutch in the drive assembly that transmits motor torque to the ring gear during cranking but freewheels immediately when the engine fires and the ring gear accelerates above the pinion speed, preventing the motor armature from being destroyed by overspeed. On start-stop systems the starter is a reinforced high-cycle design rated for 300,000 or more start cycles rather than the 50,000–80,000 cycle rating of a conventional starter, achieved through upgraded brush material, armature winding gauge, and overrunning clutch bearing capacity.
This unit — MERCEDES-BENZ A0061515901 — is manufactured to OEM-equivalent specifications: motor rated voltage and cranking torque, pinion tooth count and module for the flywheel ring gear mesh, solenoid pull-in and hold-in coil resistance, main contact rating for the cranking current, overrunning clutch type and torque capacity, mounting flange bolt pattern and engagement geometry, and electrical terminal positions are matched to the original part. Supplied as a complete remanufactured or new assembly. Available wholesale from 36.21 USD, MOQ 6 pcs, production lead time 36 days.
Starter motors fail through brush and commutator wear after accumulated cranking cycles that progressively increases armature circuit resistance and reduces cranking current and torque — the engine cranks progressively more slowly until it fails to start in cold weather when oil viscosity is highest; through solenoid main contact pitting from the arcing of hundreds of amperes on every engagement that eventually increases contact resistance to the point where insufficient current reaches the motor; through overrunning clutch wear that allows the clutch to slip under high cranking load — the motor spins at above-cranking speed but does not transmit sufficient torque to turn the engine; and through pinion engagement failure from worn or damaged ring gear teeth that prevent the pinion from engaging cleanly, producing a grinding noise at every start attempt.
Symptoms & Diagnostics
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Single loud click when the ignition key is turned to start — no cranking — battery confirmed fully charged and battery terminals confirmed tight — the solenoid is engaging (producing the click) but the main contacts are not passing sufficient current to run the motor; the contacts are pitted and have high resistance; confirm by measuring voltage at the motor's main terminal while the key is held in start — a serviceable starter shows battery voltage minus less than 0.5V at the motor terminal during cranking; a high-resistance contact connection shows significantly reduced voltage at the motor terminal despite the battery reading correct voltage.
Rapid clicking — multiple clicks per second — when the ignition is turned to start — the solenoid is pulling in and releasing repeatedly; this is caused by the battery voltage dropping below the solenoid's hold-in threshold when the main contacts close and the motor begins drawing current; the most common cause is a discharged or failed battery, but if the battery is confirmed healthy, a motor with a shorted armature winding draws abnormally high current that collapses the battery voltage on every main contact closure.
Slow cranking speed — the engine turns over audibly slower than normal, particularly on cold mornings — combined with eventual starting after prolonged cranking — brush and commutator wear has reduced the motor's current draw and output torque; the reduced torque is insufficient to crank the engine at normal speed against cold oil viscosity; confirm by measuring cranking current with a clamp meter — a serviceable starter draws the rated current; a worn starter draws significantly below rated current from increased brush-to-commutator resistance.
Grinding noise during starter engagement — a harsh metallic grinding that lasts for the duration of the start attempt — the starter pinion is not engaging cleanly with the ring gear; either the ring gear teeth are worn or chipped preventing engagement, the pinion teeth are damaged, or the overrunning clutch has seized and the pinion is not advancing correctly to the engagement position; prolonged grinding accelerates ring gear damage to the point where the ring gear requires replacement alongside the starter.
Starter that continues to run after the engine has fired — the starter motor continues to spin audibly after the engine is running and the key has been released to the ignition position — the solenoid main contacts are welded closed from arcing at the moment of disconnection; the motor is permanently connected to the battery through the welded contacts and continues to run regardless of key position; this condition can destroy the motor within seconds from overspeed once the engine fires and the ring gear accelerates above starter pinion speed — switch the ignition off immediately if this occurs.
Intermittent no-start — the engine cranks normally on most start attempts but occasionally produces a single click or no response at all with no pattern related to temperature or battery charge state — an intermittent solenoid pull-in circuit fault from corrosion at the solenoid control terminal, or an intermittent brush-to-commutator contact from a brush that is approaching the end of its wear limit; the intermittent nature distinguishes this from the progressive slow-cranking pattern of normal brush wear.
Logistics & Customs
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International HS Code
8511.40
EAEU Customs Code (TN VED)
8511 40 000 0
Typical Net Weight
2.85 kg
Country of Manufacture
China
Standard MOQ
6 pcs
Production Lead Time
36 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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- Disconnect the battery negative terminal before beginning starter removal — the starter's main terminal is permanently connected to the battery positive through the fusible link with no switched protection; any contact between the main terminal or its cable and the vehicle body during removal completes a direct short circuit at the full battery current capacity, producing immediate cable and component damage and a fire risk; always disconnect the battery negative before touching any starter cable connection.
- Inspect the flywheel ring gear teeth through the starter aperture before installing the new starter — shine a torch through the starter mounting bore and rotate the engine by hand to view the full ring gear circumference; look for chipped, missing, or severely worn teeth; a ring gear with damaged teeth will chip the new starter's pinion within a short number of start cycles; a ring gear showing wear across its full circumference indicates the engine has accumulated very high mileage and the ring gear is approaching the end of its service life.
- Clean the starter mounting flange on the engine block before installation — the starter mounts on a precision machined face that locates the pinion at the correct radial distance from the ring gear centreline for correct tooth mesh depth; any corrosion deposits, debris, or raised metal on this face shift the starter's mounting position and alter the pinion-to-ring gear mesh depth — too deep causes tooth binding and grinding; too shallow causes tooth tip contact that accelerates wear; clean the face with a wire brush and confirm it is flat before fitting the new starter.
- Torque the starter mounting bolts to OEM specification — starters are heavy assemblies subject to significant reaction torques during cranking; typical mounting bolt torque is 35–55 Nm; undertightened bolts allow the starter to vibrate on its mounting face, progressively shifting the pinion position and producing a grinding engagement noise that worsens over time; torque both mounting bolts evenly to prevent the starter from cocking on the flange face.
- Apply the correct torque to all electrical terminal connections — the main battery terminal nut is typically tightened to 8–12 Nm; undertightening produces a high-resistance connection that generates heat under the hundreds-of-ampere cranking current and causes the terminal lug to overheat and melt; overtightening cracks the solenoid terminal casting; tighten the solenoid control terminal nut to 3–5 Nm — this is a small signal terminal that requires only light tightening.
- Install the new STARTER (MERCEDES-BENZ A0061515901), reconnect the battery negative, perform five start cycles and confirm crisp engagement, strong cranking speed at the rated RPM, immediate disengagement after engine fire, and no grinding or clicking anomalies; measure cranking voltage drop across the main cable connections to confirm all terminals are correctly torqued before returning the vehicle to service.
Tools: torque wrench (35–55 Nm for mounting bolts, 8–12 Nm for main terminal), multimeter for voltage drop testing, torch for ring gear inspection, wire brush for mounting flange cleaning, battery load tester to confirm battery condition before installation.
Frequently Asked Questions
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How can a failed starter be confirmed as the cause of a no-start condition before the battery and charging system are eliminated?
The diagnostic sequence for a no-start condition should always begin with the battery and charging system before condemning the starter. First, confirm battery state of charge and cold cranking capacity with a battery load tester — a battery that drops below 9.6V during a 15-second load test is too weak to start the engine regardless of starter condition. Second, confirm the battery cable connections at both the battery terminals and at the starter main terminal and the engine earth point are clean and tight — voltage drop testing with a multimeter across each connection while cranking should show less than 0.2V per connection. Only after confirming battery health and clean connections should the starter itself be suspected. A confirmed serviceable battery with correct cable connections that still produces a single click with no cranking confirms the starter's solenoid contacts require replacement or the complete starter requires replacement. ok.parts supplies starter motors at wholesale MOQ from 36.21 USD per unit.
Is the ring gear typically replaced simultaneously with the starter, and when is this recommended?
The flywheel ring gear is not routinely replaced simultaneously with the starter — it is a separate component accessed by removing the flywheel or flexplate and is significantly more expensive in both parts and labour than the starter itself. Ring gear replacement is recommended when starter diagnosis reveals that teeth are chipped, missing, or severely worn across a section of the circumference — visible through the starter aperture during pre-installation inspection. A ring gear with localised damage to one section is often caused by the starter consistently engaging in the same position from a habit of short cranking cycles that always stop at the same ring gear position; a ring gear with wear distributed evenly across its full circumference has simply reached end of life from accumulated start cycles. When a damaged ring gear is identified, replacing the starter alone without addressing the ring gear will reproduce the grinding engagement problem within a short number of start cycles as the new pinion contacts the same damaged ring gear teeth.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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| Part | Reason for Combined Replacement |
|---|---|
| Battery AGM or EFB — OEM CCA rating per vehicle | A starter that has failed from solenoid contact pitting or brush wear has typically been drawing above-rated current from a weakened battery for an extended period before complete failure — an undercharged or degraded battery forces the starter to crank more slowly and for longer, increasing thermal load on the brushes and arcing damage on the solenoid contacts with every start cycle. Test the battery with a load tester at every starter replacement; a battery that fails the load test requires replacement simultaneously with the starter to ensure the new starter's contacts and brushes are not immediately subjected to the elevated currents produced by a failing battery's inability to maintain voltage under cranking load. |
| Starter Cable and Battery Terminal Set Positive main cable and earth strap | The main starter cable carries hundreds of amperes during every start cycle; over high mileage the cable's stranded copper conductors develop resistance from oxidation at each strand interface, and the terminal lugs corrode at their crimped attachment to the cable. A high-resistance starter cable wastes voltage across the cable that should be available at the motor terminals, reducing cranking torque. With the starter removed for access, inspect the main cable for swollen or discoloured insulation from sustained heat, and perform a voltage drop test across the full cable length; replace any cable showing more than 0.3V drop at rated cranking current. |
| Alternator OEM ref. varies by engine electrical load | A starter that has failed after a period of intermittent hard starting may have been struggling against a battery that was not being fully recharged by a failing alternator. An alternator with reduced output voltage — below 13.8V at 2,000 RPM — cannot maintain the battery's full charge capacity between start cycles; each start cycle deepens the battery's discharge, progressively reducing the voltage available to the starter on the next start. Test alternator output voltage and current at every starter replacement; an alternator producing below specification output requires replacement alongside the starter and battery to restore the complete electrical system to correct charging capacity. |