240dt
 

Well I put fixing the 300td off until the parts arrive on Tuesday, so instead I finally got around to putting all the turbo bits together and made myself a 240DT. You can see some photos here

I used a manifold I picked up in Sweden from STT that made a turbo kit for the 240/300D back in the day.

The turbo is from a Volvo 850 and is a TD04HL-15g, its a little bit big and does have a bit of lag, but it was what I had in the shed.

I adjusted the full load limit screw 3 times and only saw my EGT's go down, from about 950f, to 900f to 850f. This is with the ADA removed, I have a ALDA to put in its place to reduce off boost smoke. I thought well I'm only running 6psi of boost so I need to remove the limiter, I did and now the EGT's are max 800f. I just can't seem to get the pump to really squirt more fuel.

It does not feel like there is that much more power, and I think its because I don't have enough fuel being injected. Anyone have any ideas on how to increase the fuel output or why I'm not getting enough fuel?

Yes I know the engine is going to die, and the turbo motor has like way more stuff to make it live long with the added power from the turbo.......only positive stuff please.

How DARE you modify a non-turbo engine! Don't you know that will KILL IT!!!!! j/k j/k :D

Have you advanced the injection timing at all yet?
Those EGTs sound really low. You said over at $chuman that you use a multimeter and chart, since your EGTs went down after adjusting the full load screw I'd double check your gauge accuracy/settings and make sure you are reading the chart correctly (no offense).

:eek::eek: I'd strongly suggest budgeting for a gauge in the near future!! Also, I'd check the battery in your multi-meter. Low batteries will cause all kinds of crazy problems with those. Not to mention that unless you have a *very good* multimeter they aren't very accurate around the mV level that thermocouples operate at.

Ohhhh Forced don't you wish you could add tone to the text, but thanks for the reply. I know your both helpful and knowledgeable, so no offense taken.

I'll grab another meter next time I go for a drive and test it against the one I have. I think I have an analog mv gauge in the lab somewhere, now I just have to find it.

The strange thing is there is like no smoke!! I opened the pump to put the limiter back in, (a bit harder going in then out) and decided to fire her up and see how far the rack is moving. Well it looks like this is it for my pump, there is just no extra rack movement:(:(. Limiter is back in and the ALDA is shimmed and slightly adjusted.

I'm heading to the pub in a few and will see if things are a any better.

Yeah, it can be very hard not to sound like an @ss when all I can use is text. :o

Some pumps just have nothing left to give. I removed the rack limiter from my OM616 parts pump and it looked to gain 30% more travel without it. Yet when I removed the limiter from my engine's pump I gained no noticeable power or smoke at all.

It's my understanding that the 616 IP's installed on MB vans (207d, 307d, 407d) put out more fuel than the IP's on the cars. Might work if you can find one.

It would be nice to find a om616 M pump as I have the specs somewhere on the mods required by STT. Then it would be like a known setup and I would have ~ 100hp :D But all the parts cost me about 150 bucks so I'm not really looking to spend much money on this, it was just a case of I have the stuff so why not make it work.

You could try the delivery valve modification discussed on superturbodiesel to get more power: http://www.superturbodiesel.com/std/viewtopic.php?f=9&t=86

Your 616 may not make it to 500K now, but I bet it could still make it to 300K running a reasonable boost like 6 psi. (Get an EGT probe though) :)

I have been thinking about the DV mod, but I want to do a bit more research on them first, as this is my daily driver.

Now I bet you can guess why I was not getting tons of extra fuel. About a month ago I ran through two tanks of B20 and it must have cleaned up the tank a little as the primary filter was a bit plugged. It seems that it would flow enough for the stock fuel requirement but not for the extra fuel I was trying to get.

I replaced the filter, the limited is back in and adjusted about two full turns from all the way in and I can make a little smoke under full boost. :):)

I have an EGT gauge, its just a millivolt reader. For a J type thermalcouple like I have, ~30mv is 1000f and I was able to just hit that after a long long hill in 4th going about 70mph when I lifted. I'm going to up the boost in the next few days to ~8 psi and up the fuel until I get to about 950F after a long long pull on the highway, with the AC on.

I filled up the tank yesterday and even with all the testing and what not (about 1/3tank was with the turbo) I'm still getting 33.8mpg!! I love diesel.

I'm going to install a pressure gauge after the filter and see if the lift pump is keeping up with the extra demand, I think it is now that the filter has been replaced but we'll see.

A few more Photos
 

If anyone is interested I've added a few more photos, the down pipe, exhaust shield, oil line and thermalcouple support, ALDA and oil feed to turbo.

I hope that if anyone else decides to do a 240 turbo these photos will help.

I've just added them to the bottom of the album.

http://picasaweb.google.com/GWCullen/240DTurbo

Well I took my first long trip with the car and I did not have a single problem. I drove almost all back roads, with a max speed of 55 and a few times of 65. Its so nice to have the power to go up hills now, especially with the AC on.

At the end of the trip it was time to fill up. About a third of the tank was testing the fuel settings, lots of full throttle to redline..... the rest was the non stop 4 hour drive to NY and back. I'm still getting just over 33mpg!!!! I hope that I can do a little more tuning and get a little better mileage out of her.

What sort of EGT's are people aiming for on cruise. At 65mph, 3psi boost, with AC on; my egt is about 700*F.

Should I try for lower, higher, the same? What is best for economy?

Sounds like you got it dialed in nicely! As I remember, maximum diesel effeciency is at 600 deg. but 700 is pretty close. You might be able to open up the exhaust or optimize your intake train to get some more air in there and lower the temps a tad.

Graham,
Don't mean to hijack your thread, but can you point me at any other sources of info on Turboing a 240, i.e. the kit you reference, and / or modifying a 300 exhaust manifold?
Do you have any plans on adding an intercooler and turning up the boost?
I have a '79 240 4-speed, and a couple of turbos in the shed...
not to mention 200k miles in a 95 wagon..
Mark

Mwoodland, have you looked at the link with my photos from the conversion? It shows all the parts needed, but I'll list them with word here and not photos.

First you need a turbo, I'm using a TD04HL with a 15g compressor wheel, its bit big on the compressor side but works well with lots of lag. A T3 with a trim 40 would be good as well, thats what STT used in there kit back in the 80's.

You'll need an exhaust manifold and as I see it you could use one from a 300dt and braze up the 5th hole. I used a manifold from the STT kit I found in Finland.

You need to get an oil supply from the oil filter housing either buy making an adapter like the one in my photos that taps off from the line to the oil pressure gauge or get the rear plate that bolt onto the oil filter housing from a 300dt, it has a tapped hole to feed oil to the turbo.

You have to have a place for the oil to go once it leaves the turbo, back to the pan! I used a O2 sensor bung and a -10 AN adapter for I think m22? but I can't remember it was something I had in stock. I also welded on a -10 AN fitting to the stock oil return tub from the Saab (where I got my turbo).

Then you'll need some piping for the crankcase vent, intake and air filter. Again it was all stuff I had laying around.

Your intake is a bit different then mine is and will be less restrictive and has the hole in a different location.

You'll have to get an EGT probe and gauge so you can make sure your not going to melt anything after you turn up the fuel.

I also used a ALDA from a 300td to turn the fuel back down after I adjusted the rack limiting screw. This screws right in place of the atmospheric fuel compensator the sits on top of the injection pump.

I think thats about everything.

About intercooling, I may in the future if I turn the boost up a lot more, but this is a daily driver for me (I'm about to drive to Seattle in fact) so I need it to live for awhile and I know that at 8psi the same as the STT kit) the engine should outlast the body.

A 95 huh, thats funny I'm just finishing up a resto on one right now. You should put your location in your profile, if your on the way to Seattle I might be able to stop by and show you the setup.

Have you had a chance to get any 0-60 times? I have gotten my 240 to the point where I need nitrous or a turbo and was wondering how much the turbo did for yours. You will be slightly crippled by the higher rear-end ratio, but I am curious to see if it would be worth doing.

thanks