So...I have an '87 300SDL with the OM603 diesel. I also have a '91 300D daily driver. I'm tired of the vacuum turbo setup. Can I swap the 300SDL's pressure-actuated Turbo into my 300D?


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Not sure of the differences... But however you can bypass all the vacuum if you look up the egr delete and wastegate swap. It cost 80 to out a pressure actuated wastegate and you can get rid of all the **** next to the air box. Also why fix something that isn't broke. That system is reliable provides gbe vacuum hoses are in good shape

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Only diesels in this driveway.
2005 E320 CDI 243k Black/Black
2008 Chevy 3500HD Duramax 340k
2004 Chevy 2500HD Duramax 220k

Well...rather then send my Turbo out to be rebuilt, I thought if I could just swap out that it would be easier.


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OM 603s use a T30 turbo and the OM 602 s use a T25 turbo, so that's something to consider.

Noob ALERT! What would the difference be between them? Would it be detrimental to the engine?


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I don't know of every precise difference but I suspect substituting a non-original turbo for a turbo that was designed for optimal performance as part of a highly engineered drivability package that these cars are would perform at non-optimal levels even if it could be physically accomplished.

As far as being detrimental to the engine, possibly not but functionally probably so.

I have no reason to argue I was merely pointing out the obvious differences to anyone who was thinking such a move was a direct swap.

I don't know of every precise difference but I suspect substituting a non-original turbo for a turbo that was designed for optimal performance as part of a highly engineered drivability package that these cars are would perform at non-optimal levels even if it could be physically accomplished.

As far as being detrimental to the engine, possibly not but functionally probably so.

I have no reason to argue I was merely pointing out the obvious differences to anyone who was thinking such a move was a direct swap.

In addition the OM 603 could have come equipped with a Garret turbo but might have been originally equipped with a KKK turbo in the alternative. That might also complicate any installation.

The T30 is too big. It won't fit the flange:

https://www.driftworks.com/forum/threads/turbo-flange-dimensions-t25-t3-t04.3809/

If your vacuum controls don't work, fix the vacuum controls. There's no need to rebuild the alternator.

Eh. No offense taken. That's why I posted here before I even thought of trying the swap. I know you guys know what you're talking about. I do appreciate the advice.


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T30 won't fit, simple as that.

You might be able to adapt the 603 turbo's wastegate actuator to the 602 turbo.

Sixto
83 300SD can be yours
98 E320 wagon

Hmmm...that might be doable.


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There's a flat spot on the outlet of the T25. You need to drill and tap it for a 1/4" fitting, and then replace the wastegate actuator with a pressure activated actuator. Once that's done, all you need is a rubber hose to drive the actuator.

It's probably easier to locate the problem with the vacuum system.

Ok. I've searched an searched, but I can't find the pros and cons of switching the wastegate to pressure actuated. Can anyone help me out?


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Threre is an EGR valve that joins the intake manifold to the exhaust manifold. It's purpose is to mix a little exhaust gas into the intake to reduce pollution. When it isn't working properly, the ECU can cut turbo boost or restrict airflow by opening the wastegate and closing the ARV, which is another valve on the side of the crossover pipe. So that's what all of this stuff is supposed to do.

The advantage of removing it all is that a simpler control system is less problem prone.

The disadvantage is that you will have a car that pollutes more and is technically illegal for road use. If your state were to mandate an effective inspection program, you can be fined and your car would have to be removed from the road until you put everything back.

There are a lot of moving parts involved in this system...the ARV, EGR valve, two vacuum transducers, the ECU, lots of connectors and vacuum hose. The problem may be as simple as a leaky vacuum hose, or one of the major components may be malfunctioning. Opinions may vary, but I think it's always easier to fix the system as designed. Some believe that there are performance advantages to removing the pollution controls, but that isn't the case. When everything is working correctly, there's very little impact on performance or fuel economy.