This is awesome, please keep this thread going.

Are you making any other mods, like using 617a pistons? connecting rods, etc?

__________________
1981 240D 4sp manual. Ivory White.

I am using 617a pistons (with modified valve pockets), rods, and 617a intake and exhaust valves. Definitely will use at least a 671 NA oil pump, but would like a little more volume so i will look at other options as well.

Going to make custom valve rockers to alter the valve timing events without making a custom cam, and put better springs in it. I am going to look at the timing device to see how much of a pain it would be to get it to come in sooner and yet still retard consistently (would help with cold starting given start of injection will be in the 19 to 20 BTDC range).

Going to build a hybrid Garret VNT/BorgWarner S series turbo (want to be able to comfortably make 40PSI of boost) and pair it with a 10mm MW pump with a modified governor feeding custom made injector nozzles which will be screwed into heavily modified prechambers. I would really like to use ARP head studs if they ever ended up with a set. lol

Goal is 200/250HP. After i am done proving out the piston squiter machining, the 616 and 617 blocks that have been taking up space for over 10 years now will be used to configure the dyno, lol

https://www.youtube.com/watch?v=-CcZTrFWZGo

This will get you to 200-250HP

Would that be the DN10SD242 nozzle?

That has a 10 degree fan angle... I have read about trials of up to 12 degrees of angle in 617a engines. One of the things noticed was increased smoking at high speed from what I have read. I think they said it ran a little quieter though... Who knows..

Really need to see the flow at pintle lift numbers. I am almost ready to modify a nozzle barrel and make a new pintle and see what it looks like. I considered adding a fan angle, but my goal is to maintain a tighter gap between the pintle and the barrel at higher flow numbers to produce a finer delivery instead of a stream. It could very well turn out to be a fail, but I am sure there is something to be learned lol.

No

It’s a custom R&D nozzle. The #242 designation is not associated with a COTS item. I think I started a thread on this a long time ago to see if there was any interest in a production run. Unfortunately about zero interest

I ran this nozzle in a tired OM617 NA and at 107mph I got a little nervous and decided to quit. I had plenty of throttle (rack) left. If I take another crack at it I will get a set of tires rated for higher speeds. My differential was 2:65 LSD from a W116 450SEL 6.9 which is sitting on my garage floor.

I mean this is so far beyond what I'm technically capable of it sounds magical.
I couldn't imagine machining a piston with anything remotely resembling the tools and machines I currently own.

I'm considering whether I'd like to rebuild a 616 for fun (as in, on a stand, with no determinate end date) and the thought did cross my mind to swap as many of the more robust and durable components of the 617a as possible, idea being to add a turbo. How many of these parts were plug and play, if any? Are you also machining the head to accommodate the different valves?

I recall you were originally running a turbo on an unmodded 616.
Whatever happened there? And how much boost?

__________________
1981 240D 4sp manual. Ivory White.

Is this something you made or had made to your specks? I tried the link but it was no good.

Will it flow 3X the fuel as a 315 and still have the pintle in throttling range? My ultimate plan is to build a super MW with 12mm or 14mm elements. The goal is not so much quantity but speed of delivery and delivery quality. Even with turned up 10mm elements the there can be over twice the volume of fuel delivered with the same pulse width so the nozzle will have to be able to flow the surge while maintaining the pintle in the throttling zone and not be pushed up to where there is just an empty hole.

My first test will be opening up the hole to .070 inches and make a either a multi angle pintle or single angle pintle (I will probibly do both). Then Flow test at 2000 psi at different pintle lift settings next to a 315 with the same pintle lift to compare volume and patterns. I want to see what I can do with minimal pintle lift.

Essentially I want to max out a 10mm element (or bigger) and maintain the same pintle lift that a bone stock, straight from the factory 240D had at full throttle. I have no idea if that can be done or if that is even a good idea lol

That engine was very tired before I put the turbo on it. It had a bad exhaust valve that you could hear leaking lol.. It did run good before the head gasket gave up, at last that is what I am guessing is the problem from the way it sounds when I crank it and it was eating coolant.

I had it limited to 20/25 PSI at full power (5.5mm elements maxed out). Those prechambers were just drilled bigger, cam was advanced, and the start of injection was around 16 degrees if I recall.

It really ran well and revved quick. It was fun to drive. I am looking forward to getting that car back on the road again.

There are some plug and play parts.. the valves and guides are interchangeable. The rod big ends are the same but the small ends on the 617a are bigger so to run the turbo pistons you have to use the turbo rods too, but I am not sure how the turbo pistons will do without the oil cooling them. Manifolds are sorta with a little cut and welding.

The turbo prechambers are larger then the NA ones but they will work if the head is machined to accommodate them.

I think that is it off the top of my head.

25psi!

I was thinking of running something far more conservative, like 5-8psi.
Was also thinking of pre-emptively swapping head gaskets.
I know I’ll need to turn up the fuel delivery on the IP, but wondered whether I’ll also need to increase the injector pop pressures from 120 to 135.

In other words, if im looking for 25-30hp gains, what are the minimal number of mods I can make while staying as comfortably within the margins as possible?

.

__________________
1981 240D 4sp manual. Ivory White.

#242 NOZZLES OM617.95X Engine on youtube under my old website:

dieselfuelinjector.guru.

I just tried the link and it worked fine.

I did see the video, When I looked up the website I saw the banner on top that said it had expired. I got out of it in case it was one of those malware places lol... Computers and the Internets is not my strong point lol.

If you don't have a lot of blow by and the hot oil pressure is good then there is no reason why you can't run under 10 psi all day long.

Greazzer would know more about the difference between 120 and 135, I know of people running both in hot rodded motors. My thinking is the higher pressure is better when the pump is turned up as it should help the quality of the higher quantity injection, (less smoke and lower EGTs).

My bad

I did take down my website but I’m thinking of bringing it back instead of trolling the MB hobbyist websites for PMs, et cet

Mark, opinion on the subject?

__________________
1981 240D 4sp manual. Ivory White.