I've read about every post of yours on the subject and I thank you for the documentation. I've always been curious to get a look at your setup...

Would you mind posting a few photos?

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1981 240D 4sp manual. Ivory White.

graminal95 made a number of posts and claims about turbo 616


Hi mpg


more power


used a pyrometer on the exhaust manifold. Put a temp limit they followed in the posts they made.



The advance search will turn up the posts they made.


The balance here is definately towards chicken littles who'll tell you you'll blow up your motor. Other way around on superturbodiesel forum.

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CC: NSA

All things are burning, know this and be released.

82 Benz 240 D, Kuan Yin
12 Ford Escape 4wd

You're four times

It's hard to

more likely to

concentrate on

have an accident

two things

when you're on

at the same time.

a cell phone.

www.kiva.org It's not like there's anything wrong with feeling good, is there?

Let me offer Harley Davidson as a corollary.

Back in the day, I occasionally rode my Shovelhead with the Harley Trash. I always got a secret chuckle out of those who spent big bucks on "performance" modifications. That is not what the Hog was about. The Hog is a laid-back, pussy-attracting cruiser. I spent my money on reliability mods such as belt-drive primary, electronic ignition and a good Mikuni carburetor.

One could spend $thousands on "performance" modifications and still get blown away by any medium sized Japanese bike.

So goes the 240D.

These motors are overbuilt. EGT gauge, boost gauge, all useful. On top of that the stock 617 is a fairly low boost.

You understand what you are claiming right? That despite everyone who has done this liking it and making it work, that YOU think it will lead to instant failure of a component. If that were likely there would be a lot of people who have had that happen.

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This post brought to you by Carl's Jr.

Agreed. As always the difference between people who like to tinker with cars and make custom bits for fun vs people who maintain only is dramatically displayed in threads like these.

The NEWEST one of these cars is 36 years old, most have way over 200k on them, most are rusted high mileage jalopies in a lot of the country. Lets have a little fun.

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This post brought to you by Carl's Jr.

stock 617 is low boost because depite all the modifications daimler benz did to turbocharge the 617 they only felt comfortable with low boost.

Longevity of a homemade turbo 616 depends on the user. If you like short power bursts while watching the EGT gauge then yes I think it can last quite a while. But if you plan on cruising 90 mph for hours uphill or whatever then don't expect it to last very long.

Assuming you can get the stock injection pump to provide enough fuel.

If I were to mod an old diesel I would start with the already stock turbo 617

To outperform a 300SD by tossing a turbo in a 240d you would need to nearly (or slightly more than) double the power output of the 616, that would be asking a LOT from that engine. If indeed true, and driven that way, that engine would be on borrowed time in terms of longevity. The stock 240d injection pump likely cannot deliver anywhere near enough fuel to make 130+hp

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-diesel is not just a fuel, its a way of life-
'15 GLK250 Bluetec 118k - mine - (OC-123,800)
'17 Metris(VITO!) - 37k - wifes (OC-41k)
'09 Sprinter 3500 Winnebago View - 62k (OC - 67k)
'13 ML350 Bluetec - 95k - dad's (OC-98k)
'01 SL500 - 103k(km) - dad's (OC-110,000km)
'16 E400 4matic Sedan - 148k - Brothers (OC-155k)

Anyway, OP.
I think you get the idea. =)

Plenty have done it without issue, but they're over on Superturbodiesel.

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1981 240D 4sp manual. Ivory White.

Sorry guys, I didn't mean to open up pandora's box here. By the way, someone posted a link to a Rajay turbo, which had a matching exhaust manifold and intake manifold that are all after market parts Assuming such a kit would be available, what would those three pieces run me? I would think for the rest of the assembly, I could have my speed shop fabricate the remaining components if I provided them with the oil pan off the car or one off a junkyard car for them to tap into I am on the side of those who believe in tinkering and fiddling around with these old cars. Because what's the alternative, the junkyard? Or selling them on CL or eB for super cheap? My 2c only Thanks, Sev

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That was a long time ago now lol.. I took a look on the other sight where I thought I posted most of them, but cant find the original thread.



I have it in a 201 chassis now so made some changes to the set up for the chassis change. I found the thread on this site for the 201 but sounds like you have already read through it. OM616 in a 190e Chassis

I had read that, thanks.
But what happened to the engine/IP in 2013?

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1981 240D 4sp manual. Ivory White.

I don't understand what you are asking? Can you rephrase with more detail regarding what you are interested in?

Edit:

Ok, now I know what you meant. Long story lol

My grandfather bought the 240D in 78 brand new had it maintained by an old German mechanic that was over 2 hours away from where he lived. When he passed my dad got the car and his idea of preventative maintenance was “if it prevented you from going somewhere, it needed maintenance” and drove the car for over 100K miles, a lot of the time pulling a trailer, with the only maintenance being to change the oil. By the time I got a hold of it, it was very hard to start and missed badly until it was warmed up.

The valves had never been adjusted and my dad worked the hell out of that engine. After a valve adjustment it started a lot better, the miss was gone, and it ran a lot better. But at least one of the exhaust valves was burnt to the point where you could hear it leaking when the exhaust was just a down pipe. I put about 20K while turning the pump up and playing with the prechambers. Then I put the first turbo set up on it which I drove for just under 100K when the body became so bad it was not road worthy. That is where the 201 comes in to the picture.

I knew the valve was really bad at that point, and my plan was to do the install and get it sorted out, then rebuild the engine with the turbo in mind. Unfortunately I picked up a load of bad fuel which burned out the elements pretty bad, and that along with the really weak cylinder made me park it.

The 240D with its 3.69 gear and 4 speed was a lot of fun to drive. Night and day compared to my stock 84 300D with a 4 speed and its 3.08 gear. I have sense then heavily modified the 617a and it is a totally different animal now lol.

There was a guy that had a 82 300D and we frequently crossed paths. A few times we ended up side by side at an intersection and he got so upset when I would get out ahead of him when we got the green lol.. Like I said around 50 he would go past, but he looked at 240D tail lights for a little bit each time.

Now that the apocalypse is happening, once I finish up the project I am working on for someone else, I am going to finally strip down the 617a donor and get the 616 block on the mill to see if I can make the MB 617a piston squirters work, of if I will have to make my own.

I also need to finish building the pump calibration machine so I can put together a 10mm pump for it. Target is 250 HP.

That makes sense. I appreciate the update!
Around that time there was a guy on here selling 617->616 manifold adaptor plates.
I reached out to him a couple years ago but he’s long since left the forum.
Seems unlikely, but on the off chance you have one kicking around, I’d sure like to buy it from you.

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1981 240D 4sp manual. Ivory White.

You asked and others responded .

Only one Person said anything about 'instantly breaking the engine' and guess what ? he doesn't run one .

As I said before : there were many who did this , only one who's still running one .

Same deal as most Hot Rods : to do it properly you have to re engineer the engine .

This is clearly stated by the *one* fellow who actually runs one now .

I too like to tinker, I'm a Journeyman Mechanic but I like longevity not just raw power to compensate for something else that's clearly not up to the job .

Have at it , have fun and please : show us what you do as you go along and why .

Unlike some here, I'm always interested in earning new things .

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-Nate
1982 240D 408,XXX miles
Ignorance is the mother of suspicion and fear is the father

I did then what I knew how to do ~ now that I know better I do better

I cut the 5th exhaust port off of a 617a exhaust manifold, I then cut off the end bolt boss from the 616 manifold and welded it to the cut down end of the 617a manifold.

Now that you mention it, I do recall someone selling an adapter plate, but do not recall who it was. Personally I would not like how it would look, but it would do the job lol.