I'd like to give my 3.0 a little more juice, and here are my options:

Take my spare 3.5L pump, which reputedly is turned up a little, and adjust the governor to 3.0L specs (up).

Take my spare 3.0L pump, which has the proper governor setting, and turn up the fuel a little.

Which is easier (harder to screw up)? Seems the governor setting would take a Bosch shop who can do it on the fly/bench and the rack setting can be "trial and error" without significant risk to the engine.

Also, is there a difference between the "timing devices" aka: advance mechanism between the two? I can use the gear from either engine, just not sure whether the 3.5L had a more aggressive or less aggressive advance (or the same).

Last, I'm planning to use the 55-trim turbo from the 3.5L on the 3.0 engine. Does the slightly shorter intake (w/o ARV) present a problem connecting to the stock intake hose from the 603.960 or does it reach? Seems like someone here has done this already in a 124.

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Gone to the dark side

- Jeff

I'd just turn up the pump on the 3.0.

http://www.***************/forum/showthread.php?t=1059

I wouldn't do it without an EGT gauge, however.

My 93 SD 3.0 had .971 injectors, .971 pump and 55 trim turbo. I expected idle problems because fuel delivery would have been calibrated for 17% more displacement but EDS/ELR kept idle in check. No fuel problems whatsoever with or without ALDA. I have little reason in life to rev to or past 4000 rpm. I don't think I even came close before the car was totalled.

My main point of comparison is the 3.5 without boost and 3.0 with 55 trim in the same car. I'll take the 3.5 without boost off the line any day. 3.5 with 55 trim is, dare I say it, quick. Another point of comparison is with an 87 SDL with 50 trim which I thought felt slower off the line than others but was good beyond double the late 1970s speed limit. I can't say 3.0 with 55 trim in a 140 felt perkier than the SDL, nor did I expect it to.

Basically I have no relevant information for you

Sixto
87 300D

Jeff,

The 3.5L pump has a different cam profile, proabably shifts the fuel curve more towards lower RPM, and the governor was probably tuned for lower power at higher RPM's (check out the difference in specs between the .96x and .97x).

I'd crank up the 3.0L pump, and make sure you turn up the max-RPM setting as well (to at least 5400rpm, the high side of spec). If you turn up the full load, you'll also need to turn down the idle stop, AND cut back on the ALDA setting as well (thinner shim, or turn the setscrew leaner). Details are in this thread. As mentioned above, you'll need an EGT gauge, although as long as you're not at WOT for over 30 seconds, it should stay out of the danger zone.

I'm also planning to upgrade to the 0.55 trim T3 turbo (thanks, Sixto!) but I just haven't had time to mess with it yet. That will likely coincide with a small side-mount IC at the same time.

I believe the timing devices are identical in all OM602/603 engines.

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Dave
Boise, ID
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50 and 55 trim compressor housings side-by-side. Looks like you need the hose from the air cleaner to be an inch longer -





Dave, I think the inlet fitting diameters are the same. Have you measured?

Sixto
87 300D

If you need one I have an extra turbo inlet tube from a 350.

-J

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1991 350SDL. 230,000 miles (new motor @ 150,000). Blown head gasket

Tesla Model 3. 205,000 miles. Been to 48 states!
Past: A fleet of VW TDIs.... including a V10,a Dieselgate Passat, and 2 ECOdiesels.
2014 Cadillac ELR
2013 Fiat 500E.

C'mon, it's not that dirty

Sixto
87 300D

Compu 85: I wonder if that would work, different body, but might have been the same spacing. How much? The one from my '91 was toast unfortunately.

Sixto: I don't know about the RPM, mine seems to peter out around 138mph, which is ~5400rpm, I'm thinking it is more the RPM governor pulling power off than the drag vs power. In my CAT experience, the mechanical governors' "throttling zone" tends to begin limiting fuel flow long before the no-load max. RPM setting, I'm thinking this is why the pull from about 125mph up is so slow.

I'm thinking that the profile for a lower RPM engine would change little, the cam would be the same? It is possible that the '91 being a later emissions engine needed a higher injection rate pump to satisfy emissions, would be a slightly more aggressive cam profile, and since it needs more throw/travel to inject 17% more fuel in the same degrees of rotation, ... again a more aggressive cam. The barrels are the same dia. I believe. This would lead me to changing the max. RPM on the 3.5L pump, I wonder how much it would cost to have a good Bosch shop run the rack on the 3.5L pump and increase the max. RPM. They might also be able to tell me if the cam is the same.


GSXR: Looked like about an inch to me holding a couple of them side-by-side, the original 603.960 elbow might make it, it slides on over an inch, ... I have a spare heat-shield which I could modify to let the elbow move toward the turbo a little and that might be enough. As to performance differences, seems like it should develop boost slightly quicker as it will take less turbine RPM, although there is a possibility of more drag at the top end. Worth a try, I should probably find a chassis dyno for a baseline though or it's worthless to the group here.

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Gone to the dark side

- Jeff

The 124.133 will run out of steam around 130mph, gearing limited (at redline with 2.65 gears). But yeah, it accelerates pretty slow above 100mph, however that's simply due to lack of horsepower, not the IP! This thing only puts out 148hp in stock form, which is barely enough to make it acceptable around town. You're pushing a lot of air at 130mph, and 3600 pounds of weight, too. My E500 has ~340hp at the crank and it's not exactly swift to accelerate above 130mph either. If you could get the 300D to pull to 5400rpm in top gear, that should be somewhere around 136mph. Remember that the speedo is not very accurate at those speeds, you need to use a GPS. I'm less interested in top speed though, my primary performance benchmark is 0-100mph (which hangs around 29-30 seconds or so right now).

A better gauge of the fuel shutoff is how the car pulls to redline in the lower gears. You can feel power taper off around 4600-5000 as the governor cuts the party short. That's why upping the max RPM limit to 5400 may help slightly, I believe it delays the governor effect. On the pump that I maxed out, it was happier to rev to 5000 (and beyond) compared to stock. But the power curve is still weak up top. That's part of the Mynadiesel magic, they don't just install 7mm elements, they also modify the governor.

FYI - all the 602/603 turbo IP's use 5.5mm elements. If you want to see my dyno graphs with the maxed-out pump, let me know, I'll email 'em to ya.

Where can you go 138mph around Holland?

BTW: My daughter is in her second year at Hope, which is why I have no money to finish my projects.

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Michael LaFleur

'05 E320 CDI - 86,000 miles
'86 300SDL - 360,000 miles
'85 300SD - 150,000 miles (sold)
'89 190D - 120,000 miles (sold)
'85 300SD - 317,000 miles (sold)
'98 ML320 - 270,000 miles (sold)
'75 300D - 170,000 miles (sold)
'83 Harley Davidson FLTC (Broken again) :-(
'61 Plymouth Valiant - 60k mikes
2004 Papillon (Oliver)
2005 Tzitzu (Griffon)
2009 Welsh Corgi (Buba)

Just turn up the 3L pump, I did long ago.

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'85 300SD 245k
'87 300SDL 251k
'90 300SEL 326k

Six others from BMW, GM, and Ford.

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My oldest in her 3rd year, ... pre-med, gonna be a long haul. 3 more young-uns to go.

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Gone to the dark side

- Jeff