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  #261  
Old September 14th, 2015, 02:50 PM
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Coming through where?

There are 180k on the engine
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  #262  
Old September 14th, 2015, 02:59 PM
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Don Bunnell
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Quote:
Originally Posted by ontheway View Post
Coming through where? There are 180k on the engine
Not sure - just a guess - thru the floorboards or bulkhead or the seal where heater box goes into the lower dash thru the bulkhead?

180k - could need a head gasket
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  #263  
Old September 14th, 2015, 03:00 PM
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henery
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They're not that hard to replace, check peach parts diy section,
Discouraged yea, but might happen on next one too

My luck says I'll be doing it during this winter, keep ur head up ;--)

------ Follow up post added September 14th, 2015 03:09 PM ------

FWIW, u check exhaust manifold gasket? & surrounding areas ?
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  #264  
Old October 10th, 2015, 03:30 PM
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Travis
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I decided since I'm still awaiting my oil pan I might as well change out the head gasket .
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  #265  
Old October 14th, 2015, 09:16 PM
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Dave
1986 RHD 110 SW OM617
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First impressions of Om617 compared to 2.5NA... For reference, it is intercooler mated to 1.4 XC.

Night and day difference in power and driveability! The turbo lag is pronounced - for the first few meters as it builds RPMs it seems almost more anemic than the 2.5na. This is likely exacerbated by the intercooler. However, boost builds quickly and predictably and pulls the truck along nicely through the gears. Speedo isn't hooked up yet, but I had no problem keeping up with traffic on flats in 55mph zone. This seems unimpressive unless you have driven a heavily laden 2.5. More to follow on this after speedo is hooked up.

I live around constant hills. The truck can pull up long grades at 45mph with EGT hovering around 1000f. I didn't expect it to cruise up these hills at 60... But it would have been nice. Local steep grades with lower speed limits require me to rev high in lower gears to keep the 25-35 speed.

Low speed running in high range isn't ideal. This is likely due in most part to the switch to a 1.4. Also, the need to rev high for useful torque is limiting. I expect to spend more time in low range than before. While anemic, the 2.5 had a predictable power band in the lowest of rpms and could idle over a lot without stalling. The om617 with this gearing seems to want to stall.

Even at WOT the smoke is minimal. The engine is about the same noise level as the 2.5.

Overall so far pleased and glad to have taken the truck through this metamorphosis. One nagging problem left is a significant oil leak from the oil temp sender. It interferes with the bell housing adapter, and must be turned (unthreaded) slightly to fit past. This turn causes it to leak a good bit - more than is safe. I'm either going to have to shave material from the bell housing adapter or plug the temp sender hole with a 12x1.5 bolt. Even then, I'm not sure how I will remove the sender since it can't be turned a full rotation.



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  #266  
Old October 14th, 2015, 09:46 PM
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Raub A.
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Dave glad you got her going and back on the road! Does this mean you are going to Uwharrie?
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  #267  
Old October 14th, 2015, 10:13 PM
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I wish! Last year was a good time. I'm too far away, plus I have to work this weekend.

Have fun! Good luck on those night runs
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  #268  
Old October 22nd, 2015, 08:56 AM
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Robert Davis
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Quote:
Originally Posted by ontheway View Post
One nagging problem left is a significant oil leak from the oil temp sender. It interferes with the bell housing adapter, and must be turned (unthreaded) slightly to fit past. This turn causes it to leak a good bit - more than is safe. I'm either going to have to shave material from the bell housing adapter or plug the temp sender hole with a 12x1.5 bolt. Even then, I'm not sure how I will remove the sender since it can't be turned a full rotation.
Am updating the instructions to include this.
On my installs, the housing gets drilled and tapped for 1/4" NPT.
Then a 1/4" to 1/8" bushing is installed.
We then run a street to a flare and attach a hose off the flare to adapt to what ever gauge sender you are using via a hose with the flare at one end.
Since the sender is useless with the Land Rover gauges, I never thought anyone would leave the sender on the engine.
As usual I was wrong, just ask my wife...
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Uncle "Richard" Douglas has a Land Rover with big wheels that never gets stuck... until he breaks something so it won't go. Uncle Douglas always breaks something. - Anna Crowther at the Conclave 2012 (AKA Carburetor Neck)

"What's with this death wobble, Uncle Douglas, I can't keep it in 1 lane?"
UD: "Just Power through it man!"
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  #269  
Old November 27th, 2015, 10:12 AM
scrubs
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henery
1974
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Call Don, you've gotten a PM & email.

Don, if you'd like to know more on the om617a that what some are telling you give a call.

Understand some people question on HP and have experience to share in this area.
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  #270  
Old December 9th, 2015, 08:09 PM
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Don Bunnell
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Came across this post today that thought might be an interesting add-on to this thread. I didn't want to clog up scrubs' thread on the LT230 where discussion about OM617 tuning came into play.

At some point I'll start playing with the OM617 tuning and will update that info to this thread as I think it is applicable.

Quote:
theres more BS about Benz diesels, and turbodiesels than just about any other motor I've encountered. FWIW, Im on, or have been on mercedesshop, the Mercedes Vets list, and diesel vets list, along with a couple of German lists: when I first ventured my concepts about turbocharging the 240d, you should have heard the assorted $0.02 worth!!!

long story short, I asked the guy I see locally, whos a certified Benz tech, and an older guy I knew ( Heinrich Wagner) who used to work as an engineer for Mercedes. both quoted me figures in the 6-8 psi boost range. further, from my own experimenting, the stock benz injection pump elements, and injectors can only supply fuel to match 8-10 psi of boost. running more air would, of course, clean up the burn, but wouldnt particularly stress the motor more. 10 psi also seems to be the magic number for a non-intercooled setup - after that, there's a noticeable rise in head temperature. the 300 class SIX cylinder was capable of both more boost, and more fuel, but thats a whole different engine.

Dredging his memory, Heinrich was also my source of info on the 1976 C111 300TD project, but unfortunately, he passed away last year. From the info he'd given me on that setup ( and it may be incomplete), it was an OM617 non turbo block, with a T2/T3 hybrid turbo added, intercooled, straight piped, with custom pump elements, injectors, and cam. there may also have been some monkeyig done to the pump timing advance weights, as the motor was normally run wide open, at speeds up to 5200 rpm. It was most commonly run at 16 psi boost, making 200 hp/285 ft.lbs. at 18-20 lbs boost ( 240 HP/310 ft.lbs), even mercedes started to have heat, and head gasket issues, plus, that considerably exceeded the input torque rating on the trannies used in OM617 equipped sedans. oh, and he'd also mentioned EGT issues starting around 16 psi boost, but I dont think he ever gave me an actual pre, or post turbo temp.


anyway - hopefully that clarifies what/where my info is coming from.

chris
TheDieselStop.Com Forums: Hooking up boost gauge?
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  #271  
Old December 9th, 2015, 08:36 PM
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Ed
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Given enough fuel and air, virtually anything is possible...at least for a short period of time
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  #272  
Old February 1st, 2016, 10:41 PM
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New and improved oil pan design

New and improved oil pan design...
There are a few improvements.
Structure is stronger, oil volume larger, with turbo drain and crankcase ventilation easier, and turbulence has less overall effect.
Note the "more relaxed" oil pickup baffle.
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RDavisinVA

Uncle "Richard" Douglas has a Land Rover with big wheels that never gets stuck... until he breaks something so it won't go. Uncle Douglas always breaks something. - Anna Crowther at the Conclave 2012 (AKA Carburetor Neck)

"What's with this death wobble, Uncle Douglas, I can't keep it in 1 lane?"
UD: "Just Power through it man!"
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  #273  
Old February 1st, 2016, 10:52 PM
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Looking good.
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  #274  
Old February 2nd, 2016, 07:20 AM
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Robert Davis
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New Oil Pans

Here are some pictures after the final welding, then machining.
Note the slant that compensates for the engine tilt to allow the oil filter housing to clear the Defender-Style Bulkhead.
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RDavisinVA

Uncle "Richard" Douglas has a Land Rover with big wheels that never gets stuck... until he breaks something so it won't go. Uncle Douglas always breaks something. - Anna Crowther at the Conclave 2012 (AKA Carburetor Neck)

"What's with this death wobble, Uncle Douglas, I can't keep it in 1 lane?"
UD: "Just Power through it man!"
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  #275  
Old February 23rd, 2016, 04:13 PM
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Don Bunnell
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I have been revisiting the OM617 on my build. First part is trying to fix leaks.

I noticed some leaking at the lift pump. While searching online I found that user Greazer on Peachparts and STD sells lift pump kits. Got one plus a IP spring kit he sells.

Lift pump new vs old

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  #276  
Old February 23rd, 2016, 04:14 PM
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Don Bunnell
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Old lift pump removed

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  #277  
Old February 23rd, 2016, 04:15 PM
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Don Bunnell
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IP spring - new on top - old on bottom. Greazers uses a stiffer spring.

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  #278  
Old February 23rd, 2016, 04:16 PM
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Don Bunnell
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Spring Valve installed

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  #279  
Old February 23rd, 2016, 04:17 PM
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Don Bunnell
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Lift pump installed

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  #280  
Old February 23rd, 2016, 04:18 PM
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Don Bunnell
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Rebuilt injectors from Greazer - 315# with German made internals.

New vs Old

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