OM616 turbo pic - Page 2 - PeachParts Mercedes-Benz Forum

winmutt · #16 08-06-2008, 11:40 AM

Quote:

Originally Posted by Graminal95

I didn't install 135b injectors. I have the internals to make my stock ones 135 bar, but all I did was pull, clean, and balance mine to ~125bar. When STT made turbo kits for the car they did not say anything about upping the pop pressure of the injectors, but seeing as all turbo cars at set to 135bar from the factory I decided to go middle of the road with 125.

Sounds about right. Auto or stick? You should get a dyno done, it would be interesting to compare to the Force motors version.

Graminal95 · #17 08-06-2008, 01:57 PM

Its a stick, and I have plans underway to make a 5 speed fit it, but thats way in the future. It would be nice to have a dyno sheet from it but its silly money to make a run or two so that will have to wait.

I know that the STT kit without intercooler and 8.5psi of boost was making 100hp and 137ft/lbs.

I'm slowly working up to 8.5psi of boost from my 6.5.

Alastair · #18 08-06-2008, 04:04 PM

Sorry to but in, but what other mods were made to the engine...?

617 turbo pistons? Oil cooling jets? or is it a 'bog-standard 616 with a turbo added etc...?

Graminal95 · #19 08-06-2008, 04:21 PM

Its just a standard 616, there is no need for piston oil squirted and the other turbo specific parts from a 617 unless you want the thing to last a million miles and want to run big boost. I keep the EGT's in check and I'm not trying to get big power from it.

The STT kits are known good for longevity on the 616 and so I just copied what they did.

Alastair · #20 08-06-2008, 04:30 PM

Quote:

Originally Posted by Graminal95

Its just a standard 616, there is no need for piston oil squirted and the other turbo specific parts from a 617 unless you want the thing to last a million miles and want to run big boost. I keep the EGT's in check and I'm not trying to get big power from it.

The STT kits are known good for longevity on the 616 and so I just copied what they did.

Interesting.....

So I guess following the same guidelines, you 'could' turbo a N/A 617....

I had planned some experiments with an old 615, but never got off the ground due to time etc...

It would be better for me to 'mess' with a 617, as I have three in total, but no Turbo version unfortunately....

Summit to think about for the future. I have to get my 'rebuild' engine into one piece and fit it to the car first

Graminal95 · #21 08-06-2008, 04:41 PM

I don't see any reason you couldn't turbo an NA 617. The only thing is that you just can't expect to get 500k out of it with your right foot in it all the time like you would with a factory 617 turbo.

bgkast · #22 08-06-2008, 07:46 PM

You *can* turbo a non-turbo 617, but why would you, when the factory turbo engine is available?

Graminal95 · #23 08-06-2008, 07:52 PM

I agree but Alastair is in the UK and the factory turbo 617 was a rare beast over the pond.

I know a lot of Norwegians turbo'd there 617's in the 300GD and they have been going strong for hundreds of thousands of kilometers.

winmutt · #24 08-06-2008, 08:25 PM

Sure you can turbo the 617 .91Xat low psi. It's higher PSI and RPM that the 617.95X has been modified for. These modifications were performed for the C-111 during testing and build. Even at the final run they still had head issues (high RPM). Without access to a 617.95X I would stick a VNT with a low boost cap. You may not have the 617.95X but you have a *much* better choice of turbos and pricing for them.

85300DT · #25 09-04-2008, 08:52 PM

Better turbo to mate for the 2.4 is the Garrett T3 or KKK24 from the VW Td's. They spool up much quicker - like around 1800 rpm. You will either have to fabricate an adapter plate as the VW flange is trapezoidial in shape or swap the hot end with a standard T3. I used a T3 on my 2.4. Wastegate comes in at 10psi. I added the pressure relief valve from my VW td intake manifold into a modified 5cyl intake manifold, so to add extra insurance against overboost. All this gets plumbed into an toyota intercooler with adds a 1psi pressure drop, so I'm actually running 9psi. Fueling on the pump increased by 2 turns - EGT on steep grade at full load is 1050 degrees. This is do-able guys.

Graminal95 · #26 09-04-2008, 09:36 PM

Do you know what trim T3 the VW's use? I have a T3 with a 50trim from a slaaab, but its a bit big for the 2.4L.
I have been doing a little research on turbos and there size and from looking at other diesel's close to the 240D in displacement and power goal it looks like the turbo I have is a little big on both the exhaust and compressor side but still ok. I have a TD04HL exhaust mated to a 13g compressor that should make boost a little faster as its smaller and sized a bit closer to the other diesels in the table I have put together. I'll try and get the table up sometime so others can see what I have found.

kerry · #27 09-04-2008, 10:42 PM

Quote:

Originally Posted by Alastair

Interesting.....

So I guess following the same guidelines, you 'could' turbo a N/A 617....

I had planned some experiments with an old 615, but never got off the ground due to time etc...

It would be better for me to 'mess' with a 617, as I have three in total, but no Turbo version unfortunately....

Summit to think about for the future. I have to get my 'rebuild' engine into one piece and fit it to the car first

There's a company in the UK that turbo'd the 616 and 617, particularly in trucks and motorhomes. I posted their link on this board some years ago. They also sold something called an 'autoclutch' as I recall.

85300DT · #28 09-04-2008, 11:38 PM

The VW T3 is a 42 trim.

#29 09-05-2008, 05:15 AM

A T25 might be an even better match.

Graminal95 · #30 09-05-2008, 08:50 AM

I think the T25 is still a little big and I don' think they have the T3 flange and that is what my manifold has. The compressor stuff is easy as there are maps all over the place for them, but the exhaust side is a little different.

The T3 from the 300dt has an exhaust wheel with OD of 59mm and ID of 47.95mm

The T25 has an OD of 53mm and an ID of 46mm to 38mm

The TD04HL I have has an OD of 52mm and an ID of 45.6mm, and a TD04 would be better with an OD of 47.2mm and an ID of 40mm.

Newer Diesels, as in the late 90's, with a displacement of about 2.2 to 2.5L and output of 115 to 143hp, use turbos with an exhaust wheel size with an OD of 41mm to 47mm and an ID of 34.75mm to 40mm respectively.

So it would be nice to get a hold of a smaller gt20 (OD 47mm, ID 38mm) or gt17 (OD 44mm, ID 35mm), or a TD04, but that is for the future if I can find a good junk yard one.