Turbocharging NA 606
 

Just wondering if anyone has tried this. There is a 95 nearby for a good price. Does the NA 606 suffer from the lack of piston jets etc like the NA 617? What differences are there in IPs? Anything else I should be aware of?

Its weaker built. Thinner rods, less piston material, no piston cooling and different camshafts.

The 95 has mechanical controls. All the 96+ models were completely computer controlled.

http://www.peachparts.com//shopforum...chmentid=67576http://www.peachparts.com//shopforum...chmentid=67577

Thanks, I guess that pretty much clears that up, the differences in those photos is very dramatic.

Yup! Up until I saw those photos, I had no proof that an NA OM606 was any different (other than the obvious things...) than the .962....

In the end, I'm very happy I ended up with my .962 - it's pretty quick bone stock, mileage is good and I know it'll take to mods like a fish to water. :cool:

The W210 chassis on the other hand is pretty complicated and not as bulletproof as the W124... I came close to buying a '95 W124...I'm glad I didn't.

Cheers,

Matt

I read somewhere had been contemplating or had actually done a turbo on a NA OM605. They swore up and down that it was robust enough to handle it. I would say yes, maybe to a point.

Probably 25 more HP would not hurt anything.

There are some folks that claim that NA OM606's are good to 400hp with stock internals + boost + fuel...

I'd think it would last a while but the question is how long?

Depends. :)
A turbo OM606 might only last 30 seconds in the right hands and under certain conditions. That goes for any engine, though.

Stronger rods, better pistons - with oil nozzles aimed at them - those two things alone equate to a much more robust setup. Better parts with more cooling and lubrication - you almost can't loose.

Once more folks here in the US start turning up the wicks on OM606 engines, we'll see how they last. All indications are leading us to believe that the folks in Europe are having nothing but good experiences with them in the higher HP levels (400+). I hope to have my daily driver at 400hp in the next few years. Down the road, I also plan on having a more race-ready version up over 600hp.

Cheers,

Matt

look at this

http://www.holysmoke.fi/forum/viewtopic.php?t=3291&sid=c1fb307afb487ab8b99a583a4aa3a08d

NA 4-valves seems to withstand much beating based upon experience, eventhough weaker pistons/rods

Whats the password for that forum thread?

Looks like it's clear that the NA verison is weaker, but with claims that it can still support some power, it's very encouraging. I've always wanted to add a small turbo to mine, mimick the OM606 layout (i.e. intake, exhaust manifold and intercooler), but run the turbo to a lower level, say up to 10lbs of boost to keep it safe, but give the car a little more get up and go and (hopefully), not worry about the engine blowing up. With a really small turbo and quick spool up time, it would help the NA version's get up and out of the way a little faster.

Maybe one day :-) But then I would need someone to make a custom tune to put it all together.

Just a correction for future googlers: the OM606.910 NA does in fact have piston cooling oil squirters. This is per the MBZ intro-to-service book for the OM606. Only internal difference is the smaller conrods.

Dont bother. The rods and wrist pins are smaller.Sent from my SM-G955U using Tapatalk

Yet the consensus on the STD forum is the NA variants are still good for ~300hp...

Yes fundamentally the motor makes some amount of power without doing anything at all to it. But most people going to the trouble of fabricating exhaust and intake manifolds, intercoolers and down pipes and adding turbo sand modifying injection pumps want a bit more bang for their 5 grand.Sent from my SM-G955U using Tapatalk