My block obviously does not have that feature. It's an early 86 block so I guess that would make sense. I wonder why MB would have preped other blocks for the oilers but never installed them?? At least not until the M104, as far as I know... I am planning on ceramic coating my pistons valves and head to reduce the chance of melting anything. I've read some really good articles on the stuff so I'm sure they'll be okay. The extra safety margin would have been nice though. Thanks alot for the info either way. I'm sure it will help other people with thier later M103 block turbo conversions.
Thanks Again,
Adam

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Current Stable:
01 ML55 AMG
92 500E (a few mods)
87 300E (lots of mods)
00 Chevy 3500HD Diesel Box Truck
68 18' Donzi Marine
06 GT i-Drive7 1.0 Mountain Bike (with GPS!)

PREVIOUSLY OWNED:83 300SD, 87 420SEL, 88 420SEL, 90 420SEL, 86 560SEL, 86 190E 2.3-16V AMG, 94 E320

You could always try to source another block. Lots of things can put an M103 in the scrap pile but it's rare to see one where the block is completely trashed. I urge you to consider this as I believe that the piston oiling in the diesel engines has a LOT to do with their longevity.

It is the only way the turbodiesels last any length of time at all.

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Jim

Interesting thread...

Anyone tried to use the stock ECU (M104 w mass air sensor) in a boost application ?

My setup & 'problem':
Right now the fuelling is provided by a cheap 1:1 boost pressure fuel riser and an HKS Super AFR (manipulating the mass air sensor). I have no problem managing Air/Fuel at non boost, but it leans out radically as soon as the plenum pressure indicate any pressure above atmospheric pressure.

The fuel pressure at idle is 3,5bar and do rise to about 4,0bar at atmospheric plenum pressure. Right now I'm waiting for my new BEGI Billet FMU pressure regulator (ATPturbo, adjustable up to 12:1). The preload on the actuators about 0,5mm -> estimating max boost about 4-5psi.

Any of you tested boost on the stock ECU ?