Pics of my Engine to be Swapped - PeachParts Mercedes-Benz Forum

Dan Stokes · #1 09-19-2012, 04:52 PM

First try at posting pics of the engine in the '84 300SD.

Almost forgot to ask: I know what the turbo and the distribution pump are but I'd really like to know what the rest of these bits are. The small valve gizmo above and in front of the turbo is a particular mystery - seems to hook up to the vacuum system. The wastegate valve is underneath the turbo (I think) so I don't think it's related to that function, but what do I know?

Thanks

Dan

aaa · #2 09-19-2012, 06:00 PM

It's the EGR valve.

Dan Stokes · #3 09-19-2012, 06:57 PM

I'm surprised that they have that on an engine this early. OK to block it off? This will be a race-only truck when done.

Dan

w123love · #4 09-20-2012, 10:42 AM

Quote:

Originally Posted by Dan Stokes

I'm surprised that they have that on an engine this early. OK to block it off? This will be a race-only truck when done.

Dan

Absolutely. Lots of Independent Mercedes Mechanics back in the day would simply block the vacuum line that went to the EGR Valve so it became inoperable. It’s very simple to take it off and install an aluminum blocking plate if you so desire. A quarter with some JB weld fits very nicely in the tube that goes to the exhaust manifold.

Quote:

Originally Posted by NuclearPayload

Might be a better idea to learn the fundamentals of an engine before trying to make a "race" anything.

Easy there Nuketown, this is a forum for questions and advice.

Dan Stokes · #5 09-20-2012, 11:37 AM

Quote:

Originally Posted by NuclearPayload

Might be a better idea to learn the fundamentals of an engine before trying to make a "race" anything.

Ummm - Nuke. You don't know who you're talking to. I have HUNDREDS of hours doing Diesel emissions dyno testing and other specialized dyno projects with IH DT466, Cummins ISB, and many other Diesel engines. I've had a number of Diesels apart down to the bare block and have re-blocked an ISB. I also built the dyno set-ups and instrumentation systems for these and many other Diesels.

I'll wager you don't know WHY EGR is fitted to Diesel engines and therefore why I was surprised to find this on an '84 model year Diesel. Believe me, I can bore you to tears explaining all this and more. Just for reference, I'm named on the patent for Diesel NoX adsorber regeneration using engine fuel instead of urea. Yep - been around the Diesel block a time or two.

I also hold the track record at the old Maxton ECTA Land Speed track in E/CPRO and always will as the old track's records are sealed. I sometimes hold the track record at the new ECTA track in Ohio in C/Diesel Truck with a Dodge/Cummins. I've been at this since I was a kid - in 1953 or so.

My questions are about THIS Diesel engine. MB consistently amazes me with unnecessary engineering and I don't know what their engineers had in mind with much of what I'm finding on this vehicle. That's why I'm asking "rookie" questions.

Dan

Dan Stokes · #6 09-20-2012, 11:39 AM

W123love

THANKS for the very useful info. Makes it clear that I can (and will) skip the EGR.

I THOUGHT it was EGR but it seemed weird to find it on this old girl.

Again, THANKS

Dan

whunter · #7 09-20-2012, 02:42 PM

Great talking with you.

Here is the service manual FREE from MBUSA.

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Untitled Document

Untitled Document

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Here is the EPC, it is free, but you must enter a credit card to register.

EPC-net Online

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Dan Stokes · #8 09-20-2012, 03:16 PM

Roy - THANKS and great talking to you again.

I'll pull the engine (hopefully today) and once I get it in the S10 chassis and mounted I'll reference all this stuff and start the ever-popular Wiring Mysteries. As you said, I probably won't need much of the wiring anyhow.

Any reason NOT to run the exhaust straight out of the turbo and into the great outdoors? I'm thinking of running it thru the rt. front fender of the S10 just behind the wheel arch assuming everything fits. I'm guessing I'll need to let it idle for a couple of minutes before I shut the engine off to keep cold air from reverting into the turbo.

Dan

Simpler=Better · #9 09-20-2012, 03:24 PM

If you get bored, check out my build: My OM617 Build

whunter · #10 09-20-2012, 03:27 PM

Quote:

Originally Posted by Dan Stokes

Roy - THANKS and great talking to you again.

I'll pull the engine (hopefully today) and once I get it in the S10 chassis and mounted I'll reference all this stuff and start the ever-popular Wiring Mysteries. As you said, I probably won't need much of the wiring anyhow.

Any reason NOT to run the exhaust straight out of the turbo and into the great outdoors? I'm thinking of running it thru the rt. front fender of the S10 just behind the wheel arch assuming everything fits. I'm guessing I'll need to let it idle for a couple of minutes before I shut the engine off to keep cold air from reverting into the turbo.

Dan

The fender exhaust is fine.

I assume you will install an exhaust gas temperature sensor, that will tell you if you need to idle before shutdown.

.

whunter · #11 09-20-2012, 03:35 PM

DVD Information for Classics, S-Class W/C 126 - Digital media Literature, CDs & DVDs - Mercedes-Benz Classic Store

whunter · #12 09-20-2012, 03:40 PM

http://www.startekinfo.com/StarTek/outside/12253/program/ETM/126td83-85.pdf

Dan Stokes · #13 09-20-2012, 03:54 PM

Roy - Again, Thanks for the excellent info.

Simpler - Thanks for the link. Interesting project. Mine is a sort of odd installation as the S10 has been a race truck for years and will never see the street so I have few constraints as long as the whole deal works. The Ranger would actually be a better choice as it has a smaller frontal area (important for LSR) but the S10 has the cage and many other features that are needed to be a safe and legal race truck. I couldn't afford to start from scratch with a bare Ranger.

Dan

Simpler=Better · #14 09-20-2012, 04:56 PM

Quote:

Originally Posted by Dan Stokes

Roy - Again, Thanks for the excellent info.

Simpler - Thanks for the link. Interesting project. Mine is a sort of odd installation as the S10 has been a race truck for years and will never see the street so I have few constraints as long as the whole deal works. The Ranger would actually be a better choice as it has a smaller frontal area (important for LSR) but the S10 has the cage and many other features that are needed to be a safe and legal race truck. I couldn't afford to start from scratch with a bare Ranger.

Dan

Oh I hear ya. I ended up scrapping the Ranger for a DJ5/CJ5 frankenJeep.

Between here and superturbo you should be able to turn it up a bit, I believe the closest to accurate number is 150hp/250tq by tweaking stock parts. A newer turbo, advanced timing, modified PCs, swapping or building manifolds, removing stuff like the vac pump/PS/AC, etc. can theoretically net some more-no one has stepped up to a dyno yet.

Dan Stokes · #15 09-20-2012, 08:11 PM

Mine will for sure get the dyno treatment. I have YEARS of dyno experience and besides we have a guy in Jacksonville, NC (just north of me) who is REALLY fair on his dyno prices.

The S10 won't have PS, A/C, or pretty much any other accessory. I'm still debating if I should keep the vacuum pump - might come in handy for some stuff. I'll publish the numbers once I have them.

Again, thanks all for your help.

Dan