I know I am sounding like a broken record, but any 0-60 times that I can use to reference to my set up?

I keep bugging you because I was talking to someone else that had installed a turbo, a KKK26 I think, and he said WOW it was powerful and fast. While on a business trip I detoured to take a look at it and he did a reasonable job but as for performance I would beet him every time we lined up. He was so bummed. I guess his car must have run really bad before and the turbo helped a little. His 0-60 was at least 30 sec.

I am glad about the oil pump being able to keep up without an orifice in the turbo oil line.

I will be doing a lot of traveling with my new job and I would like as much steam under the hood as I can get. On nice cool days with dry air I really notice more power. This is why I am looking into a turbo, but if the total gain is not much more than what I have now, it is not worth the reduced reliability. It dose sound like your setup is working very well, Just some numbers I can use to decide, pretty please.

Well I don't have any 0-60 times as of yet. but next time I'm out on a flat section of road I'll try and get some for you.

I know the car is faster, as I had the waste gate actuator fail and man was it slow in comparison, but how much faster in real numbers I can't say.

The manual says the 0-60 time for the 240D manual is 24.6 sec + or - 7% with 2 people in the car, so if I'm in the 20 sec range I'll be happy.

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1998 Mercedes E300TD

1983 Mercedes 240D Turbo, 131bar injectors, Cosworth intercooler and 63' Ford Falcon radiator, Ardic Parking heater, Headlight wipers, Best 38.6mpg.

1973 Saab 96 Rally Car, 1.8l V4 with all the race bits

Thanks, I could not find a time speck in my owners manual. I remember seeing a post somewhere that showed a page from a MB book and it listed all the W123 cars times.

I seem to remember it reading :

240D Auto @ 32 sec
240D Man @ 31 sec
300D @ 18 sec
300TD @ 14 sec

I would think that going from 67 to close to 100Hp would account for more than 4 sec or am I overestimating the powers affect to actual performance? I would hope that it would be able to equal or beat a 300D @ 87Hp.

I can not find that thread where I saw the 0-60 times. dose anyone have any idea of what I saw or have I lost my mind?

Thank you for humoring me. I am looking forward to your times.....

I have the MB book in front of me

0-60 times

Model Trans 0-60mph Model Year Power Torque

230 Auto 18.8s 77-78 86bhp 116lb-ft
240D manual 24.6s 77-83 62bhp 97lb-ft
240D Auto 27.4s 77-83 62bhp 97lb-ft
280E Auto 12.9s (13.5 Cali) 77-81 142bhp 149lb-ft
280CE Auto 12.9s (13.5 Cali) 78-81 142bhp 149lb-ft
300D Auto 20.8s 77-82 77bhp 115lb-ft
300CD Auto 20.8s 78-82 77bhp 115lb-ft
300TD Auto 21.9s 81-85 120bhp 184lb-ft
300DT Auto 14s 82-85 120bhp 184lb-ft
300CDT Auto 14s 82-85 120bhp 184lb-ft
300TDT Auto 14s 81-85 120bhp 184lb-ft

All times may vary by + or - 7% "The + 7% factor includes possible deviations from permissible engine performance and tire tolerance limits"

Seeing as the stated output from stt is 100hp and 137lb-ft for the 240D turbo kit I theoretically should be in the 18s range for 0-60 time, but with 142,000 miles on the clock I would think it would be more like 19-20s, but well see.

__________________
1998 Mercedes E300TD

1983 Mercedes 240D Turbo, 131bar injectors, Cosworth intercooler and 63' Ford Falcon radiator, Ardic Parking heater, Headlight wipers, Best 38.6mpg.

1973 Saab 96 Rally Car, 1.8l V4 with all the race bits

Which would be better for a 240D turbo, a T3 duel entry or a T3 VNT?

No such thing as a T3 VNT.

A T3 ios too big for a 616 anyways. A Garrett T25, KKK K24 or GT2052V (If you want a VNT) are a much better size match.

Any idea what this really is?

http://shop.ebay.com/items/_W0QQ_fromZR46?_nkw=vnt+t3&_sacat=0&_fromfsb=&_trksid=m270.l1313&_odkw=Kkk24+turbo+charger&_osacat=0

I am not familiar with turbos at all. If you had a choice which type of turbo would you prefer to use on a 616 application, a duel entry type or a VNT turbo, given it is the correct size for the application?

My naive concern is high exhaust pressure at 4000 +RPM. I normally run the car at 75 mph. I think it puts the engine in the high 3Ks if not the low 4Ks.

Also is there any reason why I should not thermal coat the turbine housing?

A friend of mine is looking for a project for the winter, and if Graminal95's times are reasonable, and at this point I have no reason to doubt they will be, we are thinking of designing a kit for the 616. As picking the correct turbo is most important any thoughts would be great.

I can't view eBay at work so I'll comment on it later tonight.

A dual entry turbo has zero benefit if the manifold is not divided. It actually hurts performance when used with a non divided manifold becasue it obstructs part of the exhaust flow.

A custom header will be made for the turbo mod. I looked at using the stock manifold, and there is room to put the turbo so the manifold dumps (for the most part) right into the turbine inlet with out any radical turns. But I think if it is worth doing you might as well get every little bit there is. An equal length header (separated 2&2 incase of the duel entry) would be better that the stock manifold plus it will afford more placement options.

That is a VNT25, not a T3. It would be an okay match for the 616 but it is old technology. Modern VNT turbos are much more efficient.

http://www.thedodgegarage.com/turbo_vnt.html

If I had the money and was making a manifold to accept any turbo flange, I would try and get a small VNT from say a 1.8l to 2.0l diesel. My turbo lag is great, but I suspect that when I get a intercooler in and can turn up the fuel more it will be significantly less.

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1998 Mercedes E300TD

1983 Mercedes 240D Turbo, 131bar injectors, Cosworth intercooler and 63' Ford Falcon radiator, Ardic Parking heater, Headlight wipers, Best 38.6mpg.

1973 Saab 96 Rally Car, 1.8l V4 with all the race bits

I wonder what a 240D engine with a 4BT P-Pump on it would be like.... Its been done with VW engines...

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99 E300 Turbodiesel 100k

Good luck getting one to fit!

Quote:

Originally Posted by Graminal95 If I had the money and was making a manifold to accept any turbo flange, I would try and get a small VNT from say a 1.8l to 2.0l diesel. My turbo lag is great, but I suspect that when I get a intercooler in and can turn up the fuel more it will be significantly less.

VNT it will be then. I like the ability to turn it on and off so to speak. It sounds like it would be worth making an adaptor to use a better turbo.

The work will be done over the winter so if anyone comes across a deal on a VNT25, GT2052V please PM me with the details.

My thoughts are to offer a kit for the 616. It would come with a header with the mating flange to match the turbo of your choice, Oil supply lime and required fittings, boost gauge, EGT gauge, Special tools to tune the IP with step by step Video instructions.

I would have mine dynoed to show the output potential, (what ever it may be).

I mention this because it will be extra work building the tooling to consistently reproduce the header, will it not be worth our time or is there enough interested 240D owners?

Well.. spline couplers are available, or can be made... then there's the mounting flange.. All you gotta do is line up the shafts. Whats the mounting surface of a p-pump look like? A bosch rotary pump? 100hp/liter would just about do it..

EDIT: Timing would have to be accomplished "by ear" or some method involving thermocouples and millivolts...

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99 E300 Turbodiesel 100k