Group Buy? Jeep Liberty CRD GT2256v -> T3 Adapter - PeachParts Mercedes-Benz Forum

winmutt · #1 10-16-2007, 06:06 PM

I am trying to see if anyone else is interested in doing this. The turbos are relatively cheap @ ~ $100 on ebay and there are no adapters for these out there. If this is something you might be interested in speak up. I will of course be collecting monies before anything really happens but I need a head count so I can get an idea of how much it is going to cost per adapter.

bgkast · #2 10-16-2007, 10:27 PM

I might be game. Any good solutions to controling the turbo yet?

pawoSD · #3 10-16-2007, 10:46 PM

What are the advantages of this turbo?

bgkast · #4 10-17-2007, 01:39 AM

Boost as soon as you step on the go pedal.

charmalu · #5 10-17-2007, 02:17 AM

so what are you talking about? a turbo off a liberty, or an adapter to use
a jeep liberty turbo on a MB 617?

There is a Garratt turbo for a liberty on e-bay now.

Charlie

#6 10-17-2007, 02:22 AM

I doubt there would be enough interest in a group buy. The task of controlling the turbo, modifying the oil supply/return lines, fabricating an exhaust adapter and adapting the air filter would be pretty daunting for most.

For those with the will to work for it, the results are WELL worth the effort.

winmutt · #7 10-17-2007, 09:52 AM

Quote:

Originally Posted by charmalu

so what are you talking about? a turbo off a liberty, or an adapter to use
a jeep liberty turbo on a MB 617?

There is a Garratt turbo for a liberty on e-bay now.

Charlie

Just the adapter. The turbos are cheap and easy to get ahold of. I am expecting a price in the sub $50 range shipped. The more people the smaller the cost. I plan on putting together a kit of sorts with a second run if there are enough interested people.

FI: Would you please state some of your common boost levels at certain rpms? I know you had said 6psi on the off ramp with the foot off the pedal.

[edit] this is from FI's sig, his turbo is a gt2256v from a MB, the same turbo different flange is on the Liberty CRD AKA Jeep Cherokee CRD.

Quote:

The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 2500rp and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.

What about Idle? 1500rpm?

pawoSD · #8 10-17-2007, 09:53 AM

Quote:

Originally Posted by ForcedInduction

I doubt there would be enough interest in a group buy. The task of controlling the turbo, modifying the oil supply/return lines, fabricating an exhaust adapter and adapting the air filter would be pretty daunting for most.

For those with the will to work for it, the results are WELL worth the effort.

I'd work for it! It just depends on the cost.

TimFreeh · #9 10-17-2007, 10:19 AM

Quote:

Originally Posted by ForcedInduction

I doubt there would be enough interest in a group buy. The task of controlling the turbo, modifying the oil supply/return lines, fabricating an exhaust adapter and adapting the air filter would be pretty daunting for most.

For those with the will to work for it, the results are WELL worth the effort.

I have the capabilities and facilities to do all of the above tasks - but I would never consider taking on such a set of modifications to tweak an OM61X. These cars are pretty well setup as they come from the factory and I'd bet that most (but certainly not all) people that attempt modifications like this would be better served by making sure their factory ALDA and boost control systems are operating correctly.

Properly controlling the boost in a turbo or supercharged car is not a trivial task and its certainly not for the faint of heart.

invol · #10 10-17-2007, 10:41 AM

Would the adapter work on a OM602? Or is the manifold bolt pattern different than for a OM617?

winmutt · #11 10-17-2007, 12:06 PM

They both use the T3 manifold. Fitting it in there might be a chore, the 201/124 engine bays looked cramped to me. However the Finns have fit all kinds of larger turbos.

Tim: All you need is a wastegate like boost controller. No big deal. FI has had his running for quite some time now. In the mean time as soon as I can get the thing bolted on and running I will start working with the available parameters that I have electronic signals for, boost and tach to see if a low cost electric solution is possible. There is absolutely no comparison between the WW2 era T3 that is stock and a VNT turbo.

dalek · #12 10-17-2007, 06:22 PM

I am game.

TimFreeh · #13 10-17-2007, 06:25 PM

Quote:

Originally Posted by winmutt

They both use the T3 manifold. Fitting it in there might be a chore, the 201/124 engine bays looked cramped to me. However the Finns have fit all kinds of larger turbos.

Tim: All you need is a wastegate like boost controller. No big deal. FI has had his running for quite some time now. In the mean time as soon as I can get the thing bolted on and running I will start working with the available parameters that I have electronic signals for, boost and tach to see if a low cost electric solution is possible. There is absolutely no comparison between the WW2 era T3 that is stock and a VNT turbo.

FI has a link on the bottom of his posts that directs you to a thread on the Schumann web site where he discuses some of his experiences try to get a VNT turbocharger working on an OM617 engine. Have you read it? I think maybe you should before you embark on your efforts to develop an integrated control system for a VNT turbocharger.

The thread runs over 10 pages ( I got tired or reading after about the sixth page - I've got to admit my interest in this kind of project is very low).

winmutt · #14 10-17-2007, 09:44 PM

Quote:

Originally Posted by TimFreeh

The thread runs over 10 pages ( I got tired or reading after about the sixth page - I've got to admit my interest in this kind of project is very low).

You should try changing your thread count to 50 per page, it makes for an easier read. Rerouting oil, exhaust, modifying a simple intake and attaching a boost controller is not rocket science. I would bet the total cost of the project is around $400 or less, and that includes a spare manifold and oil tubing set. FI has already done a lot of the exploratory work on his own, thus paving the path for those of us who would like to apply some basic technology. Compared to any of the other options this would appear to be the least cost, with the greatest amount of potential. There is no reason we should be restricted to a turbo that is of WW2 vintage. The first VNT was released in 89, it is not like I am trying to add an ECU from a 2000+ mb.