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#31
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I haven't yet installed the Euro manifold. I've been using the USA manifold with .970 3.5L turbo, but the IAT's are still way, way too high with my maxed-out 6mm pump after 20+ seconds at WOT. The manifold won't help that, it needs a larger compressor, I think. Haven't had time to figure out what turbo will work well (T3/T4 hybrid seems logical) and see if it can be made to bolt up to the OE Euro exhaust...
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#32
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The OE Euro exhaust will bolt to the OE US 603.971 turbo. If you can find someone parting a W140, you can grab the exhaust manifold (same as Euro, except the Euro has a bung without drilling for EGR, plug it and move on), and the downpipe.
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Gone to the dark side - Jeff |
#33
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The w140 maifold has M10 studs on it, which the turbo slide onto. The .970 turbo (at least mine) had the studs in it, which were M8. You would have to clock the .970 turbo and figure out a stud solution to make them work. (take one or the other out)
FWIW, I have an HX30 on my stock manifold in my 87 300SDL. So, it will fit in there, not sure how much less space a w124 would have, but I could not mount it OR my .971 turbo to the .971 manifold I had due to the spring perch being in the way by 1"!! I later found out my motor mount is completely collapsed, so when I replace it I'll gain about 2" and that may allow me to use that manifold. The HX30 is pretty sweet. PS, got myself a 6mm pump from Herlevi, 90cc. Going in next week hopefully. Dave, lots of inspiration from your testing, I am hoping I will be ok with the HX30 and small intercooler running 90cc.
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Dan 2005 E320 CDI - 246k 1987 300SDL TD05-16g, Herlevi pump, Elbe manifold, 2.47 LSD - 213k Past: 1987 300D - 264k |
#34
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Oh, also, at least on my w126, my exhaust connection post-turbo had the 3 bolt flange, whereas the downpipe for the w140 had a 2 bolt flange. I actually have the downpipe laying around if you are interested.
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Dan 2005 E320 CDI - 246k 1987 300SDL TD05-16g, Herlevi pump, Elbe manifold, 2.47 LSD - 213k Past: 1987 300D - 264k |
#35
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Quote:
90cc is about the max we can get from the 6mm elements, I think, unless Goran has additional tricks... but I think he generally uses larger elements if more fuel is needed. 90cc should be good for 200-220hp or so assuming adequate airflow. |
#36
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I actually did not take any side by side pictures, but I'll probably have the turbo off in the next week or two to clock it for my IC, so I'll take some then. The turbine housing isn't much bigger than the 55 trim, but the turbine wheel is. I like it alot, even with stock fueling. The wastegate is set at 18 from the factory, so it should easily be able to do 22-24 psi.
Herlevi told me they could squeeze out 115cc from the 6mm with delivery valve work, but at that point I would probably just get bigger elements. The pump is good to 6000rpm! I may also start a new thread, don't want to veer off topic too much |
#37
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I start getting 1-2 psi around 2000 rpm or so, and full boost up at 2500-2800. In general it's about 200 rpm slower than the stock turbo, but flows much better on both ends. The exhaust flange is also 2.75 in, so that helps with the flow too compared to the Garrett
Here's a bad pic of it installed Last edited by awsrock; 03-19-2016 at 12:52 PM. |
#38
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Very interesting on the HX30! I think i'd like to explore the VGT idea since i can run it off my trans controller for my next turbo. I just got back from my buddy's down south where we modified my original downpipe to fit the new outlet! Very pleased!! I had originally planned on using just the turbine housing from the w140 3.5 turbo but a bold snapped off that held the center section on so we wound up removing the studs from the T3 flange of the w126 3.5 turbo and drilling them out to accept the studs from the new manifold if that makes sense. The engine should be going in shortly once i get some time but i still have a handful of other things to sort out.
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83 300CD- sanden, dual p/f condensers, 160a alternator, ect 91 300TD- 722.6, #22 head, 3.5L IP, w140 manifolds, ect |
#39
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So i'm officially driving my 1991 (wanna be 95) 300TD Still have plenty of things left i want to take care of but i can at least enjoy it in the meantime! I want to swap my lower control arms which have new inner bushings and ball joints along with the stiffer diesel springs. It will also get new tie rods, struts, ect so i can put some nice tires on a set of original finished 8 holes i have. Not too crazy about the chrome haha. Now i had mentioned using a parallel flow condenser i had gotten... I wound up getting a new w124 parallel flow condenser because mine had a kinked line and i was quite disappointed when i started putting it all together. Made in china of course so everything was close but not perfect. These little brackets that the aux fans bolt to were off a good bit so only one bolt would go in, the aux fan shroud stood off 1/4 inch so no air could be forced through it as it would all just go off to the sides, and the discharge line from the compressor still did not fit around the fans well even after some bending. I could deal with a few issues to sort out but with all of them, i might as well just use a universal parallel flow and make my own brackets and all. Just cleaned up my original one again and it's doing great with R12. I still have a couple little wiring things to figure out too. The aux water pump/ low coolant float connectors and washer pumps/ low wash fluid connectors are in the same place but "reversed" on the gas vs diesel engine bay and that wiring is part of the car's body wiring. Both the Diesel EDS harness which has the engine wiring, glow plug, a/c, klima, ovp relay, ect completely disconnects and was moved over along with the headlight harness (i forgot why i needed that one). The large engine harness connector in the fuse box plugged right in to the diesel harness which carries all instrument cluster signals, a/c compressor, and more seemed all correct except i had to move a pin for the glow plug indicator which used to be "check engine" on gasser, and also ground another pin for the glow light in the connector. I did not connect the small 3 pin plug in the fuse box which someone said was to the ccu for aux fan control but i think it's for something else? drier pressure switch turns on low speed and grounding a pin on my temp switch near upper radiator hose triggers high no problem. Diesel fuel tank, fuel lines, SLS lines, exhaust, differential, and driveshaft had to be used as well. The input flange on the gasser 2.88 is a smaller size. i could have used the rear portion of the gas driveshaft or put the smaller output flange on my 722.6 but i knew i wanted the 2.65 anyways. Well i could go on for a very long time about all of this but it doesn't exist unless there are pictures!!! I should maybe make a video tour and post it on youtube for you all once i get the interior buttoned up if anyone would be interested in that. Could also do a test drive so you can see the 722.6 get through the gears and all! As far as the pics go, excuse the mess. i just drove it home a few days ago and it's in the "testing process"
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83 300CD- sanden, dual p/f condensers, 160a alternator, ect 91 300TD- 722.6, #22 head, 3.5L IP, w140 manifolds, ect |
#40
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interior and engine bay
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83 300CD- sanden, dual p/f condensers, 160a alternator, ect 91 300TD- 722.6, #22 head, 3.5L IP, w140 manifolds, ect |
#41
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a few more of the interior in it's testing state and the "wanna be 1995" front end
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83 300CD- sanden, dual p/f condensers, 160a alternator, ect 91 300TD- 722.6, #22 head, 3.5L IP, w140 manifolds, ect |
#42
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And if anyone is interested in the parallel flow chineseum that didn't pass my standards haha.
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83 300CD- sanden, dual p/f condensers, 160a alternator, ect 91 300TD- 722.6, #22 head, 3.5L IP, w140 manifolds, ect |
#43
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Very nicely done!
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Gone to the dark side - Jeff |
#44
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Thanks!! It looks like we have very similar setups and upgrades on our TD's!
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83 300CD- sanden, dual p/f condensers, 160a alternator, ect 91 300TD- 722.6, #22 head, 3.5L IP, w140 manifolds, ect |
#45
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Pretty much!
I haven't done the A/C update, should have when I had the engine out. Similarly I regret not upgrading to the dual power mirrors when the interior was out, ... much more difficult now! If only Mercedes had built a turbodiesel 603 or 606 in '94/'95 it would have saved us both a lot of work! I am curious about your exhaust. I have a 603.971 on a stand next to my car, and it looks like the turbo won't fit inside the aluminum heat-shield / "inner firewall" on the passenger side. Did yours fit or are you not running that piece?
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Gone to the dark side - Jeff |
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