Just spitballing here, I have a KO3 turbo out of a MK4 Volkswagen, stock it would make somewhere around 7 psi. I was thinking about how to get more power out of my OM616 due to the 617 turbo prices around here and I've seen some people turbo an OM616. Just wondering, do any of you think that a healthy OM616 with good compression and a mostly new fuel system could survive a KO3 turbo? I understand that it may decrease the lifespan, but would somewhere around 5-6 psi be detrimental? Thank you all, I hope that I wasn't too off of the wall.

Fun project!

Eminently achievable.

I've done a lot of reading on this topic, here and elsewhere. Many have had success with fantastic results over a timeline of about 10-15 years. The general consensus is that up to 9psi is within tolerances. Happy to share notes, or you can simply check my posting history.

Provided you're able to fab an adapter plate, usually a 617 exhaust manifold with the fifth port sawed off, the plumbing is pretty straight forward. The only trick is upping the fuel output on the IP to match the boost –also quite well documented in the archives.

What has stopped me from doing so is really just procedural... I'm sure it can be done for cheaper, but I priced everything out to about $1000. That's of course starting from scratch, e.g. turbo, new intake, misc stuff like an ALDA, filter housing plate from a 617, cabin boost gauge, etc. I may have factored in having a professional adjust my pump because that has always seemed like a ball ache and half. So after all that, I'd probably want to replace a few seals to make sure everything was up to the increased pressure because I pride myself on having a leak free engine, which I do, and so on...



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1981 240D 4sp manual. Ivory White.

It would be a lot simpler to find a good used 300 na or turbo, and install it. It might be a hard time to find a decent one though.

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[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

There are many internal differences between the turbo and non turbo engines. It used to be a thing to put turbos on 240D's. They never lasted long, and did not result in many gains.

A 300NA is just 240 engine with one more cylinder.

There is probably 100 threads on turb charging a 240D.
NA engines are not beefy enough for a turbo as compared to a 617.950, 951, 952. A na will run for a while but will shorten it`s life.
The engine goes, the vehicle gets hauled off to the junk yard and is written off as a POS.

I did have a brand new turbo set up for a 240D I picked up from a guy in Vancouver, Wa. back around 2012 when I bought a Datsun Diesel engine from him off CL. Not sure what I ever did with it.


Charlie

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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

Here we go.

As you can see, it's a contentious issue.

However, no one I spoke to experienced any of the calamity alluded to above... I would have hesitated if it was 2006 when people were first doing this, but years later, many of those people are still around, daily driving their turbo 240s. I sought many of them out.
Might want to read up on superturbodiesel.

Only one guy Dodge95, I believe was his name, starved his engine of oil and that was because he had pushed things about as far as possible and was taking corners on a mountain pass like a rally car driver.

Heres an example of pushing things too far lol:

https://www.youtube.com/watch?v=xXLZPgu3OoQ

As far as gains are concerned, +6-8 mpg fuel economy and a significant increase in driveability –which of course is a squirly term, but considering you're starting at about 70 horsepower, it doesn't take much to feel a difference merging onto a highway.

Yes, it's easier to drop another engine in, but that's a different thing entirely.
The balance and weigh distribution of a 616 is not insignificant. I personally think it's a fun project, where you will learn a lot about your motor, but for many here, it likely feels tedious.

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1981 240D 4sp manual. Ivory White.

Just my own 2¢, but turbocharging a 616 is pretty pointless. To get any real power out of it, you're going to need a tuned injection pump, a custom turbo manifold, custom plumbing, etc etc. To do what? Reach the power level of a stock 617a? With a less durable engine and making less torque?

I think the argument for just swapping in a 617a is and always has been that if you want to invest that kind of money into a 616, you'd be better off to start with a 617 that's designed for turbocharging in the first place and would make considerably more power than you'd ever achieve with a 616.

Given that 617a's are probably one of the easiest and cheapest MB engines to get your hands on, it makes absolutely no sense to turbo a 616 unless you're just doing it for an academic exercise.

Exactly.

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[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

Turbo charged my 240d,out performed any of mercedes other turbo charged models after
15mph up to 90mph. Fuel mileage 33 mpg freeway at 65-70 mph.
Turbo was from a 1.8 liter toyota.
Basic chances, fuel turned up ,less than a 300d, alda added, oil line added, exhaust
connection changed to turbo, turbo.
Cost-already had everything, Mercedes Shop. Do not wear out fast! Loved it.

Haven’t seen you here in ages, welcome back

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1981 240D 4sp manual. Ivory White.

Do you recall how much boost you were running?

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1981 240D 4sp manual. Ivory White.

I'm very rarely on this site anymore. Haven't had a diesel MB in a while and the '95 E320 just never seems to break. I drop in now and then to check for PM's, but rarely comment.

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Current stable:
1995 E320 157K (Nancy)
1983 500SL 125K (SLoL)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

Gone and wanting to forget:
1985 524TD 167K (TotalDumpster™) [Definitely NOT a Benz]

turbo boost pressure; never checked ,used a spring for a exhaust valve by pass.

Here is a good explanation on turbo engines vs none turbo engines.
And why it is not a good idea to Turbo a none Turbo.
Enjoy. Very interesting.

.....your engine do what you want.

https://www.youtube.com/watch?v=X0kIhrxiJMI


Charlie

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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

It’s a great video, and I’ve seen it before. However, I find that it lacks some nuance necessary for this particular discussion. It's certainly a good starting point, though.

One critical aspect often discussed is the absence of oil squirters in the OM616, which help manage piston temperatures in the OM617. It's widely acknowledged that running an OM616 with a turbo under the same conditions as an OM617 isn't advisable due to these and other differences. However, that's not the scenario being described.

By installing an EGT gauge—which I forgot to mention in my previous post—we can monitor and somewhat control piston temperatures indirectly. This leaves the question of how much additional pressure the connecting rods can handle. Can they withstand an extra 0.1 bar? 0.2 bar? That’s where the discussion should focus: Is a conservative level of boost and careful fuel management enough to yield measurable performance improvements without risking major engine damage?

I lean towards "yes," based on accounts from those who have successfully implemented mild turbo setups on the OM616. While these experiences are indeed anecdotal and not derived from controlled studies, they suggest that this isn't a strictly binary issue. There appears to be a safe margin where slight increases in boost and fuel can enhance performance without catastrophic outcomes, provided the modifications are done thoughtfully and monitored closely.

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1981 240D 4sp manual. Ivory White.