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  #1  
Old 08-14-2006, 12:01 PM
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230HP from a OM617A





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Old 08-14-2006, 12:04 PM
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Is that in a boat?

edit: I found the pic where it came from. C111. Neat stuff
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Last edited by Obnoxio; 08-14-2006 at 12:12 PM.
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Old 08-14-2006, 02:43 PM
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So how exactly did they achieve 230hp?

Heard stuff like lower compression to deal with an increase in boost. But is that it?
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Old 08-14-2006, 02:53 PM
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Quote:
Originally Posted by MBeige View Post
So how exactly did they achieve 230hp?

Heard stuff like lower compression to deal with an increase in boost. But is that it?
Look at the size of the turbo and the air-to-air intercooler in that thing. Having a direct working relationship with Bosch Gmbh doesn't hurt a bit either.
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Old 08-14-2006, 04:18 PM
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Here is one resource for the C111:

http://www.classicdriver.com/uk/magazine/3200.asp?id=11583
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Old 08-14-2006, 04:49 PM
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Originally Posted by ncof300d View Post
Quote:
The basic engine which suggested itself was the powerful, five-cylinder three-liter naturally aspirated diesel from the 240 D 3.0 and 300 D, an engine with plenty of potential for raising performance.
? 240D 3.0?????
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Old 08-14-2006, 04:53 PM
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That isn't at alll stock, very cool though. Isn't it neat what can be done with a huge budget, and engineers from Bosch and MB? Custom IP no problem, custom head no big deal.
I wonder what they did?
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Old 08-14-2006, 05:02 PM
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Quote:
Originally Posted by MBeige View Post
So how exactly did they achieve 230hp?

Heard stuff like lower compression to deal with an increase in boost. But is that it?
I doubt they lowered compression. Lowering the compression would drop power and efficiency. I know someone with an 82 300SD that has run 26PSI of boost for 30+ seconds up a hill (intercooler and a modified stock turbo). The OM617 can take the increased boost.

Another reason I'm sure they didn't lower the compression is they were going for a near stock production engine record. I'm sure playing with the compression ratio would have made them ineligible for this record.

From the picture we can see they have done the following.

1. Used a 76' W115 300D intake manifold (tuned runners = good ).

2. Put a big ass turbo on it.

3. Put a big ass intercooler on it.

4. No EGR....

I'm sure they turned up the fuel and tweeked the injector pump too.
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Old 08-14-2006, 05:26 PM
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I know on very pumped diesels like those pull tractors you see on TV they lower the compression. The idea is the turbo chargers build the compression. I think those guys run way more then 26psi in boost...
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Old 08-14-2006, 06:05 PM
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Quote:
Originally Posted by Hatterasguy View Post
The idea is the turbo chargers build the compression.
As I understand it, low compression helps to keep the EGTs under control.
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Old 08-14-2006, 06:41 PM
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I actually rode in a similar sorta car last Friday morning. It was a W114 220D that was repowered with turbo in 1973! It was even featured in Road and Track 33 years ago. About 4 years ago it was changed to a OM617.910 with a turbocharger but no intercooler. The turbo goes up to a modest 10PSI but then again that's all he gauge went up to and it was pegged against the limit when at full throttle winding up to 4000+rpm's with no exhaust smoke or noisy clatter. The EGT was not near the 1000F limit although. It was estimated to produce 140hp.

It was the fastest 220D ever!

Anyone notice that the oil filter is post 1976 style with the vertical filter and not the horizontal one?
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Old 08-14-2006, 08:39 PM
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Has a dipstick which means not dry sump.

230hp at what rpm? What's the torque from 1000-2000 rpm?

Sixto
... stay tuned
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  #13  
Old 08-14-2006, 08:46 PM
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Quote:
Originally Posted by R Leo View Post
As I understand it, low compression helps to keep the EGTs under control.
I'm sure that works, especially for staged turbos (100 psi boost ), but I'm sure you'd need to run on boost all the time to maintain any sort of efficiency or driveability. I can't imagine trying to start a 617 with less than 18:1.

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