Coming through where?
There are 180k on the engine
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?Coming through where? There are 180k on the engine
Am updating the instructions to include this.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.
TheDieselStop.Com Forums: Hooking up boost gauge?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.