That intercooler looks like an old EGR cooler.... good idea on a way to re-use one of those things.

__________________
1991 350SDL. 230,000 miles (new motor @ 150,000). Blown head gasket

Tesla Model 3. 205,000 miles. Been to 48 states!
Past: A fleet of VW TDIs.... including a V10,a Dieselgate Passat, and 2 ECOdiesels.
2014 Cadillac ELR
2013 Fiat 500E.

So it's an exhaust gas recirculator cooler!

I am aware that an aluminum IC would have been better, but we'll see how this goes first.

Thanks!
Tom

This is one of the custom turbo fabrications that I have worked with. Obviously, this is a full-race application, but I learned a lot about trim, efficiency, etc...

Attached Thumbnails

 

__________________
Did you just pass my 740 at 200 kmh in a 300SD?????

1978 300SD 'Phil' - 1,315,853 Miles And Counting - 1, 317,885 as of 12/27/2012 - 1,333,000 as of 05/10/2013, 1,337,850 as of July 15, 2013, 1,339,000 as of August 13, 2013



100,000 miles since June 2005 Overhaul - Sold January 25th, 2014 After 1,344,246 Miles & 20 Years of Ownership

Tom, so you are doing things the "easy" way?
Do you hope that this mod (rebuild) help efficiency at cruising speed?

You are basically increasing the outlet size of the exhaust side?

__________________
85 Merc 300D - Unwinding 31 years of wear
86 VW TD
Mahindra Diesel
Iseki Diesel

In 2007 I didn't own a diesel.

That's funny!

The exhaust turbine housing outlet had to be re-profiled for the new wheel, both the diameter and the radius of the bell mouth had to be matched to the new wheel.

My goal is to improve low to midrange torque and efficiency, while getting 35 mpg on the road. I did change out the rear differential for a 2.65:1 unit from a 1980 450SEL 6.9 - that will drop cruising rpms down to arount 2700 or so, which I think is more reasonable for a car with this amount of torque on tap.

for the Garrett T3 45/50/60 trim wheels and realized that the little 45 trim wheel may be overspeeding at the top end if I continue down this road.

Below is a shot of the maps with my hoped-for boost curve superimposed in pink dots the map on the right is for the Garrett T3 60 trim -

https://picasaweb.google.com/lh/photo/jG5-ypNgVEbVNIoDM67XfNMTjNZETYmyPJy0liipFm0?feat=directlink

I used this website to generate the plots.

The green lines represent a method described here.

So I just ordered a 60 trim wheel. The 60 trim wheel looks to be a lot more efficient in the mid to top PR range (20-28 lbs/min) while giving up some efficiency to the 45 trim wheel in the low rpm/airflow range as well.

I am a little leery of the possibility that I may be facing turbo-lag with the 60 trim wheel, but if you consider that I have installed the stage II turbine wheel, and have made some fueling tweaks to the IP, then maybe this will be a good thing... at least it will be a different beast when finally awakened!

How are you delivering enough fuel to match boost in the mid 20's?

__________________
You can't always get what you want, but if you try sometime you just might find you get what you need.

FWIW,

I put more emphasis on the compressor (cold side) wheel, IMHO on a diesel....

__________________
Did you just pass my 740 at 200 kmh in a 300SD?????

1978 300SD 'Phil' - 1,315,853 Miles And Counting - 1, 317,885 as of 12/27/2012 - 1,333,000 as of 05/10/2013, 1,337,850 as of July 15, 2013, 1,339,000 as of August 13, 2013



100,000 miles since June 2005 Overhaul - Sold January 25th, 2014 After 1,344,246 Miles & 20 Years of Ownership

Let's see if I can't shed a little light on things here...

I think you were referring to my statement - "The 60 trim wheel looks to be a lot more efficient in the mid to top PR range (20-28 lbs/min) ..."

That's 20-28 lbs of air per minute literally - not 20-28 pounds per square inch of pressure.

The max boost pressure that I hope to achieve is approx. 18 psi measured post intercooler. To be honest, I don't think there will be enough fuel even for that. I may be dialing the boost down to just enough to eliminate smoke at most loads. My waste gate is set to about 14 psi right now, and I plan to reroute the boost line from the wastegate to a point in the intake system after the intercooler.

If you check this link (thanks to OM616), there is some good information on adjusting the governor on an MW pump.

That is quite a jump going from the 84 300D`s 3:07 Differential to a 2:65. If I worked it out correctly, that is a 13.69%.

I have one of those 2:65 from a 6.9, they are a big heavy sucker. also have the clutch`s in the Diff. The width must be the same as the 123 stock Diff. I guess it works, you have it installed.

Charlie

__________________
there were three HP ratings on the OM616...

1) Not much power
2) Even less power
3) Not nearly enough power!! 240D w/auto

Anyone that thinks a 240D is slow drives too fast.

80 240D Naturally Exasperated, 4-Spd 388k DD 150mph spedo 3:58 Diff

We are advised to NOT judge ALL Muslims by the actions of a few lunatics, but we are encouraged to judge ALL gun owners by the actions of a few lunatics. Funny how that works

I always thought that low gear on the 300D is too low, and that was before boosting the torque output of the engine.

Mine doesn't have the clutch in it, but it is still bigger and heavier. Side to side dimension is just fine for the W123 sedan - just make sure to recover the precision ground spacers for the axle stubs inside the donor unit. The 2.65 bolted right up. Having the subframe out of the car made lining up the studs to the holes in the frame a lot easier. The axles on the 450SEL were about an inch longer than the ones on the 300D so can't be used.

Shots of the new and old diffs - the lighter colored one is the 2.65
https://picasaweb.google.com/lh/photo/X1oy_ni2v2fhmexjAJ1w99MTjNZETYmyPJy0liipFm0?feat=directlink
https://picasaweb.google.com/lh/photo/stKuhfcIobiuhJQUsZsuWNMTjNZETYmyPJy0liipFm0?feat=directlink
Don't worry, I cleaned it up really nice before resealing the rear cover and refilling it. Internally, my unit was in practically new condition in spite of all the dirt.

I also used the rear half of the donor vehicle's driveshaft so that that I could use the spider that came on the input shaft of the diff for the larger flex disk that is standard on that car. So my driveshaft is now a hybrid: small flex disk in front, large flex disk in back. I had to rebuild the universal joint and replace the center bearing & carrier. The whole affair is probably now in need of balancing, but I don't know of any local shops that can do it - so I might have to do it myself using trial & error method with a hose clamp.

If you do accomplish your goal, then you will become as in demand as the European pump builders. Hey kestreltom, how much to rework my turbo?

__________________
You can't always get what you want, but if you try sometime you just might find you get what you need.

I got a 2.47:1 ready to go in from a 87 560SEL...

__________________
Did you just pass my 740 at 200 kmh in a 300SD?????

1978 300SD 'Phil' - 1,315,853 Miles And Counting - 1, 317,885 as of 12/27/2012 - 1,333,000 as of 05/10/2013, 1,337,850 as of July 15, 2013, 1,339,000 as of August 13, 2013



100,000 miles since June 2005 Overhaul - Sold January 25th, 2014 After 1,344,246 Miles & 20 Years of Ownership

Most of the R107 and 126 diffs use a flange with a shorter axle. On a W116 and W126, the axles are the same length (Homokenetic) though the late W126 uses the 'Lobro' style flanged inner CV attachment...FWIW

__________________
Did you just pass my 740 at 200 kmh in a 300SD?????

1978 300SD 'Phil' - 1,315,853 Miles And Counting - 1, 317,885 as of 12/27/2012 - 1,333,000 as of 05/10/2013, 1,337,850 as of July 15, 2013, 1,339,000 as of August 13, 2013



100,000 miles since June 2005 Overhaul - Sold January 25th, 2014 After 1,344,246 Miles & 20 Years of Ownership

I want to find out how this plays out first.