MB 300SD oldtimer
MB 300SD oldtimer
Bought this beauty early 2005 and has been my daily driver for several years.
I drove the car as original the first year, in 2006 i decided it was time to do some upgrades and installed intercooler and did some pump modificaton, also the turbo was serviced and go different compressor wheel.
img]http://www.toimii.fi/~oh1jty/auto/intercooler/IMG_3235.JPG[/img]
img]http://www.toimii.fi/~oh1jty/auto/intercooler/img_3242.jpg[/img]
After that i installed nice AMG rims and xenon headlights:
At the same time i noticed that using several manual gauges was painful and i didn't want to destroy the dash so i installed digital gauge with everything in same unit:
Exhaust manifold done by KKDMotorsport
Turbo and manifold installed, looks much better than the original mini turbo
Around April 2009 it was time for first start.
Everything worked okay and the engine started nicely.
Video at youtube
I had some other projects whole summer and the 300SD was standing in garage.
But around December 2009 I decided it was time to re-start the project.
Everything else was ready, only intake manifold was missing, so it was time to start build and custom intake. I had in mind to use original turbo intake but noticed quite quickly that it was bad idea
So i started from scratch:
New intake fits nicely with new exhaust manifold:
As the turbo was without wastegate I installed and external wastgate:
Why would you need a wastegate with such a humongous turbine?
(01-04-2010, 04:14 PM)ForcedInduction Why would you need a wastegate with such a humongous turbine?
Thats a really, really nice execution! Can't wait to see this thing complete! Beautiful job!
Pretty impressive that the engine still had nice cross hatching in each cylinder after 600,000 km.
Is there a reason you are just putting a filter on your CCV output? or are you intending to run that into the intake or add an oil seperator? My concern would be that after all that spectacular restoration work, it would be a shame to vent oil vapor onto all those nice new clean parts.
(01-05-2010, 09:38 AM)dropnosky Thats a really, really nice execution! Can't wait to see this thing complete! Beautiful job!
Pretty impressive that the engine still had nice cross hatching in each cylinder after 600,000 km.
Is there a reason you are just putting a filter on your CCV output? or are you intending to run that into the intake or add an oil seperator? My concern would be that after all that spectacular restoration work, it would be a shame to vent oil vapor onto all those nice new clean parts.
(01-05-2010, 09:38 AM)dropnosky Thats a really, really nice execution! Can't wait to see this thing complete! Beautiful job!
Pretty impressive that the engine still had nice cross hatching in each cylinder after 600,000 km.
Is there a reason you are just putting a filter on your CCV output? or are you intending to run that into the intake or add an oil seperator? My concern would be that after all that spectacular restoration work, it would be a shame to vent oil vapor onto all those nice new clean parts.
nice car keep up the good work!!!
I also have a 94 miata w supercharger
and sold an 85 Maserati biturbo E model with twin liquid intercoolers
(01-04-2010, 04:14 PM)ForcedInduction Why would you need a wastegate with such a humongous turbine?
(01-04-2010, 04:14 PM)ForcedInduction Why would you need a wastegate with such a humongous turbine?
(01-05-2010, 06:54 PM)antonmies Aaand it made a nice 0,5bar boost when revved without load.
(01-05-2010, 06:54 PM)antonmies Aaand it made a nice 0,5bar boost when revved without load.
Even the small stock T3 can barely make 7psi revving the piss out of the engine, a T4-clone with a large non-wastegated turbine (even a T3) I know for fact it isn't happening. The laws of physics still apply, even in Finland.
It has custom manifolds and a large injection pump I can see it happening!
Its still got only 250cfm going through the engine when free-revving around 5500rpm, no mater what pump you've got on it.
Here is a video
http://www.youtube.com/watch?v=b07T05bzU40
(01-10-2010, 02:26 PM)jeemu Here is a video
http://www.youtube.com/watch?v=b07T05bzU40
Nice, it sounds mean, and revs very quickly. Low inertia flywheel ?
(01-10-2010, 02:26 PM)jeemu Here is a video
http://www.youtube.com/watch?v=b07T05bzU40
(01-11-2010, 12:37 AM)ForcedInduction Thats not a 617. The 605 flows a lot more air.No its not and JTY has alot smaller turbo.
(01-11-2010, 11:47 AM)DervTuning Nice, it sounds mean, and revs very quickly. Low inertia flywheel ?It has Special made CrMo flywheel and 228mm clutch.
(01-10-2010, 02:26 PM)jeemu Here is a video
http://www.youtube.com/watch?v=b07T05bzU40
(01-11-2010, 12:37 AM)ForcedInduction Thats not a 617. The 605 flows a lot more air.No its not and JTY has alot smaller turbo.
(01-11-2010, 11:47 AM)DervTuning Nice, it sounds mean, and revs very quickly. Low inertia flywheel ?It has Special made CrMo flywheel and 228mm clutch.
(01-10-2010, 02:26 PM)jeemu Here is a video
http://www.youtube.com/watch?v=b07T05bzU40
(01-11-2010, 03:26 PM)jeemu Thats not a 617. The 605 flows a lot more air.
(01-11-2010, 03:26 PM)jeemu Thats not a 617. The 605 flows a lot more air.
(01-11-2010, 04:04 PM)ForcedInductionI didint wrote that in your guote and yes i know that 606 flows better and has one cylinder more, thats why i have 4valve/syl engine(01-11-2010, 03:26 PM)jeemu Thats not a 617. The 605 flows a lot more air.
It does actually, 4 valves makes a very big difference. Thats why the nonturbo OM606 makes as much power as the turbo 617.
(01-11-2010, 04:04 PM)ForcedInductionI didint wrote that in your guote and yes i know that 606 flows better and has one cylinder more, thats why i have 4valve/syl engine(01-11-2010, 03:26 PM)jeemu Thats not a 617. The 605 flows a lot more air.
It does actually, 4 valves makes a very big difference. Thats why the nonturbo OM606 makes as much power as the turbo 617.
(01-11-2010, 12:37 AM)ForcedInduction Thats not a 617. The 605 flows a lot more air.
(01-11-2010, 04:04 PM)ForcedInduction(01-11-2010, 03:26 PM)jeemu Thats not a 617. The 605 flows a lot more air.
It does actually, 4 valves makes a very big difference. Thats why the nonturbo OM606 makes as much power as the turbo 617.
(01-11-2010, 12:37 AM)ForcedInduction Thats not a 617. The 605 flows a lot more air.
(01-11-2010, 04:04 PM)ForcedInduction(01-11-2010, 03:26 PM)jeemu Thats not a 617. The 605 flows a lot more air.
It does actually, 4 valves makes a very big difference. Thats why the nonturbo OM606 makes as much power as the turbo 617.
There have been some doubts about the turbo being too large and not capable to boost 0.5bar without load. As antonmies said it's true and there's even an quick video on youtube.
And as last comment to this matter, who said the head is stock, there's no pictures of the head for good reason
Okay back to the track.
There have been some updates to my 300SD.
Went for few test drives and noticed that this thing is a killer in this weather, need to wait for spring. There was no traction at all and the suspension was not handling the added power anymore. So i decided that i need tougher springs.
I ordered a suspension set from Brabus:
Also there is now a new version of supermeter420-diesel with few new features specially for my setup:
Take some more videos of it running for youtube!!! very cool now you just need to do this set up for the w110 200d I've had a couple of those and they are pretty light would make for a fun car!!! I was thinking of dropping a OM617 in my 1958 Mercedes 219 w105
Nice work! It is nice to see a 300SD getting some upgrades. Can you post a couple more pics of the Intercooler piping? Thanks.
(01-04-2010, 04:14 PM)ForcedInduction Why would you need a wastegate with such a humongous turbine?
JTY, AWESOME work and writeup!!! We really appreciate you taking the time to document this and show it to us!
EDIT: How did you get stuck with US headlights in Finland?
(01-04-2010, 04:14 PM)ForcedInduction Why would you need a wastegate with such a humongous turbine?
Wow JTY,
First time looking at this thread. Awesome work! You have done everything to your car that I wish I could do to mine! Can't wait to see the videos.
Had some quality time with my mercedes and got few things ready.
Breather canister, turbo final wrapping and supermeter installation with sensors around engine bay.
No more cold for my turbo:
Oversight of full setup:
Still to do new exhaust, for mean time i have 3" side tube on passanger side
That is one BEAUTIFUL machine! Keep up the good work man!
Had some fun with the old lady and did some touch up to some parts.
Added some chrome coating to manifold and tubing and black chrome to turbo. Now they should stay good for longer time.
Also pressure tubing got some chrome coating
That is an awesome car you got. Very nice attention to detail and good fabrication skills.
(01-17-2010, 09:43 AM)Tymbrymi EDIT: How did you get stuck with US headlights in Finland?I'm assuming they came attached to the SD they came with. Must have been fun getting that imported!!!!
(01-17-2010, 09:43 AM)Tymbrymi EDIT: How did you get stuck with US headlights in Finland?I'm assuming they came attached to the SD they came with. Must have been fun getting that imported!!!!
(02-12-2010, 07:46 PM)winmutt(01-17-2010, 09:43 AM)Tymbrymi EDIT: How did you get stuck with US headlights in Finland?I'm assuming they came attached to the SD they came with. Must have been fun getting that imported!!!!
Nice build, great pics. Beautiful work on intake and exhaust.
Can't wait to see some videos.
(02-12-2010, 07:46 PM)winmutt(01-17-2010, 09:43 AM)Tymbrymi EDIT: How did you get stuck with US headlights in Finland?I'm assuming they came attached to the SD they came with. Must have been fun getting that imported!!!!
Nice build, great pics. Beautiful work on intake and exhaust.
Can't wait to see some videos.
(02-15-2010, 07:59 PM)winmutt Glass surfaces?
(02-15-2010, 07:59 PM)winmutt Glass surfaces?
Now the snow is gone in Finland and all roads are dry finally
I have made few runs in different situations, master power turbo seems very capable
Here's video very adjusting the injection pump, first time out this spring:
http://youtube.com/watch?v=wBXEhcx0ErE
(04-14-2010, 09:44 AM)antonmies Yeah, when cruising part throttle.
(04-14-2010, 09:44 AM)antonmies Yeah, when cruising part throttle.
(04-14-2010, 05:50 PM)ForcedInduction(04-14-2010, 09:44 AM)antonmies Yeah, when cruising part throttle.
No, at full load.
The leaner you run (up to a point of diminishing returns obviously) the more of the fuel is in contact with oxygen, you'll be burning completely with maximum power and efficiency.
(04-14-2010, 05:50 PM)ForcedInduction(04-14-2010, 09:44 AM)antonmies Yeah, when cruising part throttle.
No, at full load.
The leaner you run (up to a point of diminishing returns obviously) the more of the fuel is in contact with oxygen, you'll be burning completely with maximum power and efficiency.
(04-15-2010, 06:52 AM)antonmies Hmm, so you honestly think that air makes power?So, you think running rich makes efficient power?
Quote:And that's what we are trying to do: More Power, not to save the planet.So you're also trying to run with high EGTs and put as much heat stress on the engine as possible?
Quote:the best power output is somewhere between 12:1 and 14:1.In other words, smoking, the best thing for the Diesel's image around the world (not).
(04-15-2010, 06:52 AM)antonmies Hmm, so you honestly think that air makes power?So, you think running rich makes efficient power?
Quote:And that's what we are trying to do: More Power, not to save the planet.So you're also trying to run with high EGTs and put as much heat stress on the engine as possible?
Quote:the best power output is somewhere between 12:1 and 14:1.In other words, smoking, the best thing for the Diesel's image around the world (not).
(04-15-2010, 06:52 AM)antonmies Ideal burning on diesel fuel happens at 14.6:1 AFR (Lambda=1)
(04-15-2010, 06:52 AM)antonmies Ideal burning on diesel fuel happens at 14.6:1 AFR (Lambda=1)
(04-15-2010, 09:45 AM)Tymbrymi(04-15-2010, 06:52 AM)antonmies Ideal burning on diesel fuel happens at 14.6:1 AFR (Lambda=1)
I would suggest reading up on the "smoke limit" for diesels. For diesels it is usually somewhere around 18 or 20:1.
(04-15-2010, 09:45 AM)Tymbrymi(04-15-2010, 06:52 AM)antonmies Ideal burning on diesel fuel happens at 14.6:1 AFR (Lambda=1)
I would suggest reading up on the "smoke limit" for diesels. For diesels it is usually somewhere around 18 or 20:1.
(04-15-2010, 08:50 AM)ForcedInductionIncreasing power usually increases stress on the engine. Or do you have some other info?(04-15-2010, 06:52 AM)antonmies Hmm, so you honestly think that air makes power?So, you think running rich makes efficient power?
Quote:And that's what we are trying to do: More Power, not to save the planet.So you're also trying to run with high EGTs and put as much heat stress on the engine as possible?
Quote:the best power output is somewhere between 12:1 and 14:1.In other words, smoking, the best thing for the Diesel's image around the world (not).
(04-15-2010, 08:50 AM)ForcedInductionIncreasing power usually increases stress on the engine. Or do you have some other info?(04-15-2010, 06:52 AM)antonmies Hmm, so you honestly think that air makes power?So, you think running rich makes efficient power?
Quote:And that's what we are trying to do: More Power, not to save the planet.So you're also trying to run with high EGTs and put as much heat stress on the engine as possible?
Quote:the best power output is somewhere between 12:1 and 14:1.In other words, smoking, the best thing for the Diesel's image around the world (not).
(04-15-2010, 01:58 PM)JTY Smoke limits are smoke limits, it has nothing to do with power.
(04-15-2010, 01:58 PM)JTY Smoke limits are smoke limits, it has nothing to do with power.
(04-15-2010, 02:30 PM)ForcedInductionTotal smokeless yo dont got all power. Grey mist is good.(04-15-2010, 01:58 PM)JTY Smoke limits are smoke limits, it has nothing to do with power.
Actually it has everything to do with power. If you're smoking you're pumping fuel (and power) out the exhaust, simple as that.
Put the engine on a dyno with the same injected fuel quantity and a 13:1 and 19:1 AFR and I'd bet good money the 19:1 makes more power while running cool enough to make that power for longer.
(04-15-2010, 02:30 PM)ForcedInductionTotal smokeless yo dont got all power. Grey mist is good.(04-15-2010, 01:58 PM)JTY Smoke limits are smoke limits, it has nothing to do with power.
Actually it has everything to do with power. If you're smoking you're pumping fuel (and power) out the exhaust, simple as that.
Put the engine on a dyno with the same injected fuel quantity and a 13:1 and 19:1 AFR and I'd bet good money the 19:1 makes more power while running cool enough to make that power for longer.
(04-15-2010, 02:30 PM)ForcedInductionDon't see a wideband AFR meter in your car spec list, so how could you tell?(04-15-2010, 01:58 PM)JTY Smoke limits are smoke limits, it has nothing to do with power.
Actually it has everything to do with power. If you're smoking you're pumping fuel (and power) out the exhaust, simple as that.
Put the engine on a dyno with the same injected fuel quantity and a 13:1 and 19:1 AFR and I'd bet good money the 19:1 makes more power while running cool enough to make that power for longer.
(04-15-2010, 02:30 PM)ForcedInductionDon't see a wideband AFR meter in your car spec list, so how could you tell?(04-15-2010, 01:58 PM)JTY Smoke limits are smoke limits, it has nothing to do with power.
Actually it has everything to do with power. If you're smoking you're pumping fuel (and power) out the exhaust, simple as that.
Put the engine on a dyno with the same injected fuel quantity and a 13:1 and 19:1 AFR and I'd bet good money the 19:1 makes more power while running cool enough to make that power for longer.
(04-15-2010, 02:51 PM)antonmies Don't see a wideband AFR meter in your car spec list, so how could you tell?Diesels don't need such equipment, especially since soot will foul it and skew the readings over time.
(04-15-2010, 02:51 PM)antonmies Don't see a wideband AFR meter in your car spec list, so how could you tell?Diesels don't need such equipment, especially since soot will foul it and skew the readings over time.
(04-15-2010, 01:58 PM)JTY Best power output comes around 13:1 and best fuel economy around 16:1.
(04-15-2010, 02:27 PM)antonmies High EGTs are not a symptom of too rich condition but combined with too little advance causes the air-fuel mixture to burn partially in the exhaust manifold dramatically increasing EGTs and overall heat load on the engine
(04-15-2010, 02:39 PM)jeemu These mechanical pumps is wery hard tune at car not smoke too much some rpm, thats why we are modified alda and pump timing wheel.
(04-15-2010, 03:16 PM)ForcedInduction Diesels don't need such equipment, especially since soot will foul it and skew the readings over time.
(04-15-2010, 01:58 PM)JTY Best power output comes around 13:1 and best fuel economy around 16:1.
(04-15-2010, 02:27 PM)antonmies High EGTs are not a symptom of too rich condition but combined with too little advance causes the air-fuel mixture to burn partially in the exhaust manifold dramatically increasing EGTs and overall heat load on the engine
(04-15-2010, 02:39 PM)jeemu These mechanical pumps is wery hard tune at car not smoke too much some rpm, thats why we are modified alda and pump timing wheel.
(04-15-2010, 03:16 PM)ForcedInduction Diesels don't need such equipment, especially since soot will foul it and skew the readings over time.
(04-15-2010, 03:16 PM)ForcedInduction(04-15-2010, 02:51 PM)antonmies Don't see a wideband AFR meter in your car spec list, so how could you tell?Diesels don't need such equipment, especially since soot will foul it and skew the readings over time.
(04-15-2010, 03:16 PM)ForcedInduction(04-15-2010, 02:51 PM)antonmies Don't see a wideband AFR meter in your car spec list, so how could you tell?Diesels don't need such equipment, especially since soot will foul it and skew the readings over time.