OM602 DE29LA into a 1992 MB 310-T1 Van
OM602 DE29LA into a 1992 MB 310-T1 Van
07-20-2014, 05:33 PM
#1
The Van, VIN WDB6020671P239703, was a fire rescue vehicle that I bought from Austria in 2010 with 40K km on it. It has an Oberaiger 4x4 conversion and is a great vehicle but somewhat under-powered. I was fortunate to locally find the diesel engine from an engineering company that that had run it in a stationary application for a couple of days back in the day and it has been stored since. I have no manuals or any other documentation for it but reportedly it is a U100L Unimog direct injected unit.
I see no identification tag on the engine and would be interested to know if it can be identified visually. Strangely it has a Aerodyne Aerocharger VNT turbo installed on it from new. The Engineer I bought the engine from said that turbo can support up to 160 hp. I had a mechanical shop that are diesel specialists run up the engine and they reported it is in like new condition.
Most of this swap should be straight forward enough once the engine is in place. Apparently the OM602 non-turbo was a common engine in the T1, but the T1 Vans and this particular engine never were available in North America, so little information is available here. I understand that the Van's 711.110 manual 5 speed transmission and clutch are direct bolt-ups. What I will first need to find out to get started will be what engine mounting brackets to use, which Oil pan and dipstick. As the photos show the existing oil pan is a somewhat rear sump unit and I will need a front sump one and perhaps a new oil pump with the corresponding pickup tube.
So, If anybody has these parts for sale or knows how I can determine the correct part numbers I would appreciate hearing from you. Kinda long winded for an introduction I know.
Thanks,
Jim
Attached Files
Image(s)Hello existing STD members, a new member from Vancouver, BC, Canada here and am happy to have found this site. This winter, after the summer/fall camping season I will be converting my 1992 Mercedes 310 T1 Van from its M102 2.3l gas engine to a 1997 OM602.981 (OM602 DE29LA) 2.9l diesel.
The Van, VIN WDB6020671P239703, was a fire rescue vehicle that I bought from Austria in 2010 with 40K km on it. It has an Oberaiger 4x4 conversion and is a great vehicle but somewhat under-powered. I was fortunate to locally find the diesel engine from an engineering company that that had run it in a stationary application for a couple of days back in the day and it has been stored since. I have no manuals or any other documentation for it but reportedly it is a U100L Unimog direct injected unit.
I see no identification tag on the engine and would be interested to know if it can be identified visually. Strangely it has a Aerodyne Aerocharger VNT turbo installed on it from new. The Engineer I bought the engine from said that turbo can support up to 160 hp. I had a mechanical shop that are diesel specialists run up the engine and they reported it is in like new condition.
Most of this swap should be straight forward enough once the engine is in place. Apparently the OM602 non-turbo was a common engine in the T1, but the T1 Vans and this particular engine never were available in North America, so little information is available here. I understand that the Van's 711.110 manual 5 speed transmission and clutch are direct bolt-ups. What I will first need to find out to get started will be what engine mounting brackets to use, which Oil pan and dipstick. As the photos show the existing oil pan is a somewhat rear sump unit and I will need a front sump one and perhaps a new oil pump with the corresponding pickup tube.
So, If anybody has these parts for sale or knows how I can determine the correct part numbers I would appreciate hearing from you. Kinda long winded for an introduction I know.
Thanks,
Jim
Attached Files
Image(s)
07-21-2014, 01:16 PM
#2
Maybe you'll be able to use your m102 engine mounts?
Wow that diesel engine is a nice find. What does your m102 oil pan look like? I would start with looking up your current van on the EPC by vin, and hopefully you can find the diesel NA OM602 equivalent next to it for the pan part number.
Maybe you'll be able to use your m102 engine mounts?
07-21-2014, 04:06 PM
#3
that is not an engine you just find lying around with low hours on it everyday!Cool project
'82 300D -3" straight pipe, ALDA deleted, 3in1 glowshift gauge, HX30, egr-less manifold, A/W intercooler
'14 Ram 6.7l cummins -G56 handshaker, wishing it was deleted
Droooooll that is not an engine you just find lying around with low hours on it everyday!
Cool project
'82 300D -3" straight pipe, ALDA deleted, 3in1 glowshift gauge, HX30, egr-less manifold, A/W intercooler
'14 Ram 6.7l cummins -G56 handshaker, wishing it was deleted
07-21-2014, 06:19 PM
#4
I don't know how to access the EPC unfortunately. Is there an online site that one subscribes to?
Regarding the m102 engine mount brackets, your question suggesting that they may be useable is a good one. It is hard to tell without removing them, but a EPC inquiry may also clarify that.
Thanks for your reply.MFSuper90, stumbling across that engine was pure accident
I was looking on Vancouver craigslist auto parts for a bicycle rack for my diesel smart car and saw the listing and jumped all over it. Every now and a guy gets lucky I guess.
aaa, the m102 oil pan is a garden variety front sump one that just manages to clear the front differential housing however. Any new oil pan may have to be adapted for diff clearance.
I don't know how to access the EPC unfortunately. Is there an online site that one subscribes to?
Regarding the m102 engine mount brackets, your question suggesting that they may be useable is a good one. It is hard to tell without removing them, but a EPC inquiry may also clarify that. Thanks for your reply.
MFSuper90, stumbling across that engine was pure accident I was looking on Vancouver craigslist auto parts for a bicycle rack for my diesel smart car and saw the listing and jumped all over it. Every now and a guy gets lucky I guess.
07-22-2014, 09:11 AM
#6
(07-21-2014, 06:53 PM)raysorenson Here's the Russian EPC http://www.neoriginal.ru/cat/mb
Thanks for the EPC link. Very helpful. With it I determined the correct motor mount brackets and have emailed availability and price requests.
The front sump oil pan & oil pump/pickup tube is more challenging. Anybody know if oil pans across the various OM602 applications are interchangeable and also if dip stick tubes are positioned through the oil pan or engine front cover?
(07-21-2014, 06:53 PM)raysorenson Here's the Russian EPC http://www.neoriginal.ru/cat/mb
Thanks for the EPC link. Very helpful. With it I determined the correct motor mount brackets and have emailed availability and price requests.
The front sump oil pan & oil pump/pickup tube is more challenging. Anybody know if oil pans across the various OM602 applications are interchangeable and also if dip stick tubes are positioned through the oil pan or engine front cover?
07-22-2014, 01:42 PM
#7
Looking at your pictures promted me to finally register on this site.
I'd say it's a Unimog engine as well, but this is not the direct injection model.
You are looking at something that was born as normal aspirated 2.9L with prechambers, in stock form giving out 94 hp and 190nm torque.
However since it had a vnt turbo added, they must have also done something to change the fuelling of the pump. There where a few companies that did those mods on special orders.
The pump on your engine is for normal aspirated engine, no ALDA just altitude compensation.
It is the same pump number that is used on the normal aspirated GD290 engine.
So I wonder how they control fuelling in a no boost situation?
I'd say you made a great find in that engine, it's just a little different than you thought.
The 2.9L OM602 does very well in a heavy vehicle. I have a LWB GD290 with the SsangYong OM662LA version of that engine.
That is giving out 125 hp and 250 nm, I'm guessing your engine will be about the same.
Hi another new member here.
Looking at your pictures promted me to finally register on this site.
I'd say it's a Unimog engine as well, but this is not the direct injection model.
You are looking at something that was born as normal aspirated 2.9L with prechambers, in stock form giving out 94 hp and 190nm torque.
However since it had a vnt turbo added, they must have also done something to change the fuelling of the pump. There where a few companies that did those mods on special orders.
The pump on your engine is for normal aspirated engine, no ALDA just altitude compensation.
It is the same pump number that is used on the normal aspirated GD290 engine.
So I wonder how they control fuelling in a no boost situation?
I'd say you made a great find in that engine, it's just a little different than you thought.
The 2.9L OM602 does very well in a heavy vehicle. I have a LWB GD290 with the SsangYong OM662LA version of that engine.
That is giving out 125 hp and 250 nm, I'm guessing your engine will be about the same.
07-22-2014, 03:53 PM
#8
(07-21-2014, 06:19 PM)Merc4x4T1 MFSuper90, stumbling across that engine was pure accident
Reading this post made me get on craigslist that night to make sure I didn't miss any stunning deals like this
'82 300D -3" straight pipe, ALDA deleted, 3in1 glowshift gauge, HX30, egr-less manifold, A/W intercooler
'14 Ram 6.7l cummins -G56 handshaker, wishing it was deleted
(07-21-2014, 06:19 PM)Merc4x4T1 MFSuper90, stumbling across that engine was pure accident
Reading this post made me get on craigslist that night to make sure I didn't miss any stunning deals like this
'82 300D -3" straight pipe, ALDA deleted, 3in1 glowshift gauge, HX30, egr-less manifold, A/W intercooler
'14 Ram 6.7l cummins -G56 handshaker, wishing it was deleted
07-22-2014, 06:09 PM
#9
(07-22-2014, 01:42 PM)GD290 Hi another new member here.
Looking at your pictures promted me to finally register on this site.
I'd say it's a Unimog engine as well, but this is not the direct injection model.
You are looking at something that was born as normal aspirated 2.9L with prechambers, in stock form giving out 94 hp and 190nm torque.
However since it had a vnt turbo added, they must have also done something to change the fuelling of the pump. There where a few companies that did those mods on special orders.
The pump on your engine is for normal aspirated engine, no ALDA just altitude compensation.
It is the same pump number that is used on the normal aspirated GD290 engine.
So I wonder how they control fuelling in a no boost situation?
I'd say you made a great find in that engine, it's just a little different than you thought.
The 2.9L OM602 does very well in a heavy vehicle. I have a LWB GD290 with the SsangYong OM662LA version of that engine.
That is giving out 125 hp and 250 nm, I'm guessing your engine will be about the same.
Hello GD290,
Very good of you to join the forum and inform me in such a pleasant manner just what I bought
The seller didn't actually advertise it as a OM602 DE29LA. He listed as "OM602 2.9TD Unimog Diesel Engine - 125hp" He did however give me a spec sheet indicating Hp and Nm for a 602.981 Perhaps he thought it a fair comparison as his included that Aerodyne turbo. I didn't know otherwise and did several happy hand springs and an athletic uninformed jump to conclusion Fortunately it was cheap and it appears it will work just fine with the power figures you indicate.The absence of ALDA and your comment on fuelling control in an non-boosted situation is beyond my understanding at this point. I have been calling around for a shop well versed specifically in MB diesels to do the swap but so far haven't found one.
Again, thanks for your contribution.
(07-22-2014, 01:42 PM)GD290 Hi another new member here.
Looking at your pictures promted me to finally register on this site.
I'd say it's a Unimog engine as well, but this is not the direct injection model.
You are looking at something that was born as normal aspirated 2.9L with prechambers, in stock form giving out 94 hp and 190nm torque.
However since it had a vnt turbo added, they must have also done something to change the fuelling of the pump. There where a few companies that did those mods on special orders.
The pump on your engine is for normal aspirated engine, no ALDA just altitude compensation.
It is the same pump number that is used on the normal aspirated GD290 engine.
So I wonder how they control fuelling in a no boost situation?
I'd say you made a great find in that engine, it's just a little different than you thought.
The 2.9L OM602 does very well in a heavy vehicle. I have a LWB GD290 with the SsangYong OM662LA version of that engine.
That is giving out 125 hp and 250 nm, I'm guessing your engine will be about the same.
Hello GD290,
Very good of you to join the forum and inform me in such a pleasant manner just what I bought
The seller didn't actually advertise it as a OM602 DE29LA. He listed as "OM602 2.9TD Unimog Diesel Engine - 125hp" He did however give me a spec sheet indicating Hp and Nm for a 602.981 Perhaps he thought it a fair comparison as his included that Aerodyne turbo. I didn't know otherwise and did several happy hand springs and an athletic uninformed jump to conclusion Fortunately it was cheap and it appears it will work just fine with the power figures you indicate.The absence of ALDA and your comment on fuelling control in an non-boosted situation is beyond my understanding at this point. I have been calling around for a shop well versed specifically in MB diesels to do the swap but so far haven't found one.
Again, thanks for your contribution.
07-23-2014, 02:11 AM
#10
I payed a bloody fortune for doing a complete rebuild with pistons, re-bored, camshaft etc etc. on a OM602.942
So if you payed less than 5000 euro, you scored big.
It will be easier to install in your T1, than a DE version as that one had computer controlled injection pump, with input from gearbox and electronic accelerator pedal.
As for a forward facing oil pan, you could possibly use one from GD250, GD290 or GDT290 series. They have the dip stick thru the front timing chain cover. Only version I'm aware of that goes thru the oil pan cover is SsangYong version OM662LA.
When I was a mechanic, there where plenty of diesel powered T1 vans at most builders companies. It should be no problem to find the right page on the EPC to cover that.
It that a single or dual mass flywheel you got on that engine?
It looks to be the same 228mm clutch that is in use in my G. Holding up to the increased torque just fine.
Very rare to find a engine like that, virtually not used.
I payed a bloody fortune for doing a complete rebuild with pistons, re-bored, camshaft etc etc. on a OM602.942
So if you payed less than 5000 euro, you scored big.
It will be easier to install in your T1, than a DE version as that one had computer controlled injection pump, with input from gearbox and electronic accelerator pedal.
As for a forward facing oil pan, you could possibly use one from GD250, GD290 or GDT290 series. They have the dip stick thru the front timing chain cover. Only version I'm aware of that goes thru the oil pan cover is SsangYong version OM662LA.
When I was a mechanic, there where plenty of diesel powered T1 vans at most builders companies. It should be no problem to find the right page on the EPC to cover that.
It that a single or dual mass flywheel you got on that engine?
It looks to be the same 228mm clutch that is in use in my G. Holding up to the increased torque just fine.
07-24-2014, 12:02 PM
#11
(07-23-2014, 02:11 AM)GD290 Very rare to find a engine like that, virtually not used.
I payed a bloody fortune for doing a complete rebuild with pistons, re-bored, camshaft etc etc. on a OM602.942
So if you payed less than 5000 euro, you scored big.
It will be easier to install in your T1, than a DE version as that one had computer controlled injection pump, with input from gearbox and electronic accelerator pedal.
As for a forward facing oil pan, you could possibly use one from GD250, GD290 or GDT290 series. They have the dip stick thru the front timing chain cover. Only version I'm aware of that goes thru the oil pan cover is SsangYong version OM662LA.
When I was a mechanic, there where plenty of diesel powered T1 vans at most builders companies. It should be no problem to find the right page on the EPC to cover that.
It that a single or dual mass flywheel you got on that engine?
It looks to be the same 228mm clutch that is in use in my G. Holding up to the increased torque just fine.
I paid the equivalent of 2400 Euro total for it, so a bit lucky.
I have sent an request for oil pan 6020142602 which is the one from a 290GDT. The corresponding oil pump pickup tube may a be required if available separately or a new pump assembly if not. That will be determined later when the new oil pan is fitted.
The recessed friction surface on the flywheel measures 243mm maximum width. However I wouldn't know a dual mass one if I stubbed my toe on one
I read a thread on a GWagen forum that suggested that if a turbo is added to a non-turbo OM602 engine, the piston cooling oil squirter nozzels could/should be replaced with ones from ones specific to a turbo model because of the additional stresses on the engine. Any truth to this or does the NA engine handle the turbo loads fine in stock configuration? 15 psi maximum turbo boost has been recommended by an Aeodyne technician.
Regarding your earlier comment "controlling fuelling in a no boost situation", I observed the engine on a stand in the mechanic's shop being repeatedly run up an down through the rpm range and there was no black smoke. The engine was no under any load however.
(07-23-2014, 02:11 AM)GD290 Very rare to find a engine like that, virtually not used.
I payed a bloody fortune for doing a complete rebuild with pistons, re-bored, camshaft etc etc. on a OM602.942
So if you payed less than 5000 euro, you scored big.
It will be easier to install in your T1, than a DE version as that one had computer controlled injection pump, with input from gearbox and electronic accelerator pedal.
As for a forward facing oil pan, you could possibly use one from GD250, GD290 or GDT290 series. They have the dip stick thru the front timing chain cover. Only version I'm aware of that goes thru the oil pan cover is SsangYong version OM662LA.
When I was a mechanic, there where plenty of diesel powered T1 vans at most builders companies. It should be no problem to find the right page on the EPC to cover that.
It that a single or dual mass flywheel you got on that engine?
It looks to be the same 228mm clutch that is in use in my G. Holding up to the increased torque just fine.
I paid the equivalent of 2400 Euro total for it, so a bit lucky.
I have sent an request for oil pan 6020142602 which is the one from a 290GDT. The corresponding oil pump pickup tube may a be required if available separately or a new pump assembly if not. That will be determined later when the new oil pan is fitted.
The recessed friction surface on the flywheel measures 243mm maximum width. However I wouldn't know a dual mass one if I stubbed my toe on one
I read a thread on a GWagen forum that suggested that if a turbo is added to a non-turbo OM602 engine, the piston cooling oil squirter nozzels could/should be replaced with ones from ones specific to a turbo model because of the additional stresses on the engine. Any truth to this or does the NA engine handle the turbo loads fine in stock configuration? 15 psi maximum turbo boost has been recommended by an Aeodyne technician.
Regarding your earlier comment "controlling fuelling in a no boost situation", I observed the engine on a stand in the mechanic's shop being repeatedly run up an down through the rpm range and there was no black smoke. The engine was no under any load however.
07-24-2014, 05:18 PM
#12
The vehicular DE (direct injected electronic) motors used electroniclly controlled VE pumps (VE5/11 E 1900 R 831) and had a cross motor intake manifold attachment the had a EGR port, with the intake pointing forward to receive a hose from the inner-cooler.
My guess is that your motor is an industrial or marine version of the OM602, and that is not a bad thing, BUT!... Chances are that you will have to either re-build the pump or possibly replace it because both those types of motors have pumps that are designed to have a set RPM as opposed to vehicle motors that have constantly changing RPM's from the drivers right foot.
The oil pump intake and pan are also VERY important to look at because generators and +/- boats are always on level surfaces.
Here is a link to my changing from an electronic pump to pure mechanical on my OM602 DE2.9LA... Consider yourself lucky you don't have to go throught this... It was on EXPENSIVE B*TCH!
http://www.superturbodiesel.com/std/Thre...-Pump-Swap
This post was last modified: 07-24-2014, 05:27 PM by Joaquin Suave.
Joaquin Suave
07-24-2014, 05:18 PM #12Nice OM602, however I do not believe it is a DE2.9LA.
The vehicular DE (direct injected electronic) motors used electroniclly controlled VE pumps (VE5/11 E 1900 R 831) and had a cross motor intake manifold attachment the had a EGR port, with the intake pointing forward to receive a hose from the inner-cooler.
My guess is that your motor is an industrial or marine version of the OM602, and that is not a bad thing, BUT!... Chances are that you will have to either re-build the pump or possibly replace it because both those types of motors have pumps that are designed to have a set RPM as opposed to vehicle motors that have constantly changing RPM's from the drivers right foot.
The oil pump intake and pan are also VERY important to look at because generators and +/- boats are always on level surfaces.
Here is a link to my changing from an electronic pump to pure mechanical on my OM602 DE2.9LA... Consider yourself lucky you don't have to go throught this... It was on EXPENSIVE B*TCH!
http://www.superturbodiesel.com/std/Thre...-Pump-Swap
07-24-2014, 09:54 PM
#13
(07-24-2014, 05:18 PM)Joaquin Suave Nice OM602, however I do not believe it is a DE2.9LA.
The vehicular DE (direct injected electronic) motors used electroniclly controlled VE pumps (VE5/11 E 1900 R 831) and had a cross motor intake manifold attachment the had a EGR port, with the intake pointing forward to receive a hose from the inner-cooler.
My guess is that your motor is an industrial or marine version of the OM602, and that is not a bad thing, BUT!... Chances are that you will have to either re-build the pump or possibly replace it because both those types of motors have pumps that are designed to have a set RPM as opposed to vehicle motors that have constantly changing RPM's from the drivers right foot.
The oil pump intake and pan are also VERY important to look at because generators and +/- boats are always on level surfaces.
Here is a link to my changing from an electronic pump to pure mechanical on my OM602 DE2.9LA... Consider yourself lucky you don't have to go throught this... It was on EXPENSIVE B*TCH!
http://www.superturbodiesel.com/std/Thre...-Pump-Swap
Yes you are right that this is not a DE29LA engine. Earlier in the thread the Danish member GD290 indicated the same thing. He also said that the injection pump serial number shows it to be the same pump used on the GD290 G-wagen. The engine was advertised as being from a Unimog. I have now found the engine's stamped serial number which is 602 948 10 405227 which confirms it is a Unimog engine and suitable for automotive use.
That was quite the technological feat you performed on your injection pump "de-electronification"
I do consider myself lucky not having to go there.
(07-24-2014, 05:18 PM)Joaquin Suave Nice OM602, however I do not believe it is a DE2.9LA.
The vehicular DE (direct injected electronic) motors used electroniclly controlled VE pumps (VE5/11 E 1900 R 831) and had a cross motor intake manifold attachment the had a EGR port, with the intake pointing forward to receive a hose from the inner-cooler.
My guess is that your motor is an industrial or marine version of the OM602, and that is not a bad thing, BUT!... Chances are that you will have to either re-build the pump or possibly replace it because both those types of motors have pumps that are designed to have a set RPM as opposed to vehicle motors that have constantly changing RPM's from the drivers right foot.
The oil pump intake and pan are also VERY important to look at because generators and +/- boats are always on level surfaces.
Here is a link to my changing from an electronic pump to pure mechanical on my OM602 DE2.9LA... Consider yourself lucky you don't have to go throught this... It was on EXPENSIVE B*TCH!
http://www.superturbodiesel.com/std/Thre...-Pump-Swap
Yes you are right that this is not a DE29LA engine. Earlier in the thread the Danish member GD290 indicated the same thing. He also said that the injection pump serial number shows it to be the same pump used on the GD290 G-wagen. The engine was advertised as being from a Unimog. I have now found the engine's stamped serial number which is 602 948 10 405227 which confirms it is a Unimog engine and suitable for automotive use.
That was quite the technological feat you performed on your injection pump "de-electronification"
I do consider myself lucky not having to go there.
07-24-2014, 11:18 PM
#14
Quote: have now found the engine's stamped serial number which is 602 948 10 405227 which confirms it is a Unimog engine and suitable for automotive use.I am sorry, but I believe you are wrong. Your motor is either industrial or marine.
Joaquin Suave
07-24-2014, 11:18 PM #14Quote: have now found the engine's stamped serial number which is 602 948 10 405227 which confirms it is a Unimog engine and suitable for automotive use.I am sorry, but I believe you are wrong. Your motor is either industrial or marine.
07-25-2014, 12:26 AM
#15
(07-24-2014, 11:18 PM)Joaquin Suave I am sorry, but I believe you are wrong. Your motor is either industrial or marine.
FYI copy from the Mercedes GD OM 602 and 603 workshop manual.
It's the same pump as was used in my OM602.942 engine. I also know that the govenor of that pump is bloody expensive - as I had to get another for rebuilding. It's specific to G and Unimog versions, as they are heavy vehicles for this kind of engine.
(07-24-2014, 11:18 PM)Joaquin Suave I am sorry, but I believe you are wrong. Your motor is either industrial or marine.
FYI copy from the Mercedes GD OM 602 and 603 workshop manual.
It's the same pump as was used in my OM602.942 engine. I also know that the govenor of that pump is bloody expensive - as I had to get another for rebuilding. It's specific to G and Unimog versions, as they are heavy vehicles for this kind of engine.
07-25-2014, 12:52 AM
#16
(07-24-2014, 11:18 PM)Joaquin SuaveQuote: have now found the engine's stamped serial number which is 602 948 10 405227 which confirms it is a Unimog engine and suitable for automotive use.I am sorry, but I believe you are wrong. Your motor is either industrial or marine.
Hello Joaquin,
I'm surely not knowledgeable enough to dispute what you say, as I have had no previous experience with MB diesel engines. I did go and check the serial number stamping and it does show 602 948 .......
I found the number by sanding at a small horizontal machined surface in in the block casting just forward of the top of the IP. That I understand is a Unimog designation. What type of IP is the real question now. I'll have to find a MB diesel specialist who can provide that answer. If I have to rework or replace the IP that's not a problem. Thanks for your comments as it would be better to know this now, rather than once it is installed.
Jim
(07-24-2014, 11:18 PM)Joaquin SuaveQuote: have now found the engine's stamped serial number which is 602 948 10 405227 which confirms it is a Unimog engine and suitable for automotive use.I am sorry, but I believe you are wrong. Your motor is either industrial or marine.
Hello Joaquin,
I'm surely not knowledgeable enough to dispute what you say, as I have had no previous experience with MB diesel engines. I did go and check the serial number stamping and it does show 602 948 .......
I found the number by sanding at a small horizontal machined surface in in the block casting just forward of the top of the IP. That I understand is a Unimog designation. What type of IP is the real question now. I'll have to find a MB diesel specialist who can provide that answer. If I have to rework or replace the IP that's not a problem. Thanks for your comments as it would be better to know this now, rather than once it is installed.
Jim
07-25-2014, 01:02 AM
#17
(07-24-2014, 12:02 PM)Merc4x4T1 The recessed friction surface on the flywheel measures 243mm maximum width. However I wouldn't know a dual mass one if I stubbed my toe on one
I read a thread on a GWagen forum that suggested that if a turbo is added to a non-turbo OM602 engine, the piston cooling oil squirter nozzels could/should be replaced with ones from ones specific to a turbo model because of the additional stresses on the engine. Any truth to this or does the NA engine handle the turbo loads fine in stock configuration? 15 psi maximum turbo boost has been recommended by an Aeodyne technician.
Regarding your earlier comment "controlling fuelling in a no boost situation", I observed the engine on a stand in the mechanic's shop being repeatedly run up an down through the rpm range and there was no black smoke. The engine was no under any load however.
The dual mass wheel, you can move the outer portion a few degrees, in relation to the inner portion. There is rubber damper in between, to minimise the vibrations transmitted thru the driveline.
But with a 243mm surface, that sugest that you may have a 240mm single mass flywheel. That goes well along with the unimog therory.
Oil squirters under piston, needs to remain the same. As the difference is in the con rods. Turbo con rods are solid and recieve their lubrication at the piston pin via the the squirters. They are aimed at the pin.
Normal aspirated con rods have a bore running thru, from crank bearing to piston pin, thats how they recieve lubrication in the top.
The oil squirters serve primarily to cool the piston and lubricate cylinder walls.
Therefore you should not go all crazy and pull 2-300 hp out of the NA engine, as the con rods are not of the same strength.
But it will handle 120-140 hp for 3-500.000 km.
The long stroke 5 cyl is a good engine, just let it warm up gently before you put any serious load on it and it will serve you really well in your adventure van.
(07-24-2014, 12:02 PM)Merc4x4T1 The recessed friction surface on the flywheel measures 243mm maximum width. However I wouldn't know a dual mass one if I stubbed my toe on one
I read a thread on a GWagen forum that suggested that if a turbo is added to a non-turbo OM602 engine, the piston cooling oil squirter nozzels could/should be replaced with ones from ones specific to a turbo model because of the additional stresses on the engine. Any truth to this or does the NA engine handle the turbo loads fine in stock configuration? 15 psi maximum turbo boost has been recommended by an Aeodyne technician.
Regarding your earlier comment "controlling fuelling in a no boost situation", I observed the engine on a stand in the mechanic's shop being repeatedly run up an down through the rpm range and there was no black smoke. The engine was no under any load however.
The dual mass wheel, you can move the outer portion a few degrees, in relation to the inner portion. There is rubber damper in between, to minimise the vibrations transmitted thru the driveline.
But with a 243mm surface, that sugest that you may have a 240mm single mass flywheel. That goes well along with the unimog therory.
Oil squirters under piston, needs to remain the same. As the difference is in the con rods. Turbo con rods are solid and recieve their lubrication at the piston pin via the the squirters. They are aimed at the pin.
Normal aspirated con rods have a bore running thru, from crank bearing to piston pin, thats how they recieve lubrication in the top.
The oil squirters serve primarily to cool the piston and lubricate cylinder walls.
Therefore you should not go all crazy and pull 2-300 hp out of the NA engine, as the con rods are not of the same strength.
But it will handle 120-140 hp for 3-500.000 km.
The long stroke 5 cyl is a good engine, just let it warm up gently before you put any serious load on it and it will serve you really well in your adventure van.
07-25-2014, 10:41 AM
#19
I do however have 2 complete OM603's and one partially complete OM602 (2.5 NA) in my back yard besides the ones in my vehicles. I have found that the mercedes numbering system can be very confusing (as opposed to the cummins CPL numbers), and due to the modularity of the design a base motor can be configured in SOOOO many ways that the more you learn about them... The less you know. LOL
The only Unimog that I know of that used the OM602 was the U100 (the spec's are in the attachment). It looks identical to my OM602 (that was sent to a dyno testing lab in Detroit by Mercedes for testing. Something to do with the first USMC "fast-attack" G-wagons).
Either way, you have a KILLER motor! And I not trying to deminish that fact in any way. i am simply trying to say that I've had enough experience (did my swap about 7 years ago) with the motors now to see the unique differences between my OM602 DE2.9LA and the motor you have got.
Here is my motor as I received it (in the mercedes crate with less than 100 hours on it).
Let me know if you want any specific pictures of my motor, or info., I've collect quite a bit over the years.
This post was last modified: 07-25-2014, 10:48 PM by Joaquin Suave.
Joaquin Suave
07-25-2014, 10:41 AM #19I know enough about Mercedes diesels to know that I really don't know very much at all.
I do however have 2 complete OM603's and one partially complete OM602 (2.5 NA) in my back yard besides the ones in my vehicles. I have found that the mercedes numbering system can be very confusing (as opposed to the cummins CPL numbers), and due to the modularity of the design a base motor can be configured in SOOOO many ways that the more you learn about them... The less you know. LOL
The only Unimog that I know of that used the OM602 was the U100 (the spec's are in the attachment). It looks identical to my OM602 (that was sent to a dyno testing lab in Detroit by Mercedes for testing. Something to do with the first USMC "fast-attack" G-wagons).
Either way, you have a KILLER motor! And I not trying to deminish that fact in any way. i am simply trying to say that I've had enough experience (did my swap about 7 years ago) with the motors now to see the unique differences between my OM602 DE2.9LA and the motor you have got.
Here is my motor as I received it (in the mercedes crate with less than 100 hours on it).
Let me know if you want any specific pictures of my motor, or info., I've collect quite a bit over the years.
07-25-2014, 01:47 PM
#20
(07-25-2014, 01:02 AM)GD290(07-24-2014, 12:02 PM)Merc4x4T1 The recessed friction surface on the flywheel measures 243mm maximum width. However I wouldn't know a dual mass one if I stubbed my toe on one
I read a thread on a GWagen forum that suggested that if a turbo is added to a non-turbo OM602 engine, the piston cooling oil squirter nozzels could/should be replaced with ones from ones specific to a turbo model because of the additional stresses on the engine. Any truth to this or does the NA engine handle the turbo loads fine in stock configuration? 15 psi maximum turbo boost has been recommended by an Aeodyne technician.
Regarding your earlier comment "controlling fuelling in a no boost situation", I observed the engine on a stand in the mechanic's shop being repeatedly run up an down through the rpm range and there was no black smoke. The engine was no under any load however.
The dual mass wheel, you can move the outer portion a few degrees, in relation to the inner portion. There is rubber damper in between, to minimise the vibrations transmitted thru the driveline.
But with a 243mm surface, that sugest that you may have a 240mm single mass flywheel. That goes well along with the unimog therory.
Oil squirters under piston, needs to remain the same. As the difference is in the con rods. Turbo con rods are solid and recieve their lubrication at the piston pin via the the squirters. They are aimed at the pin.
Normal aspirated con rods have a bore running thru, from crank bearing to piston pin, thats how they recieve lubrication in the top.
The oil squirters serve primarily to cool the piston and lubricate cylinder walls.
Therefore you should not go all crazy and pull 2-300 hp out of the NA engine, as the con rods are not of the same strength.
But it will handle 120-140 hp for 3-500.000 km.
The long stroke 5 cyl is a good engine, just let it warm up gently before you put any serious load on it and it will serve you really well in your adventure van.
Hey, I like what I'm hearing here. Thanks for the interest and information.
(07-25-2014, 10:41 AM)Joaquin Suave I know enough about Mercedes diesels to know that I really don't know very much at all.
I do however have 2 complete OM603's and one partially complete OM602 (2.5 NA) in my back yard besides the ones in my vehicles. I have found that the mercedes numbering system can be very confusing (as opposed to the cummins CPL numbers), and due to the modularity of the design a base motor can be configured in SOOOO many ways that the more you learn about them... The less you know. LOL
The only Unimog that I know of that used the OM602 was the U100 (the spec's are in the attachment). It looks identical to my OM602 (that was sent to a dyno testing lab in Detroit my Mercedes for testing. Something to do with the first USMC "fast-attack" G-wagons).
Either way, you have a KILLER motor! And I not trying to deminish that fact in any way. i am simply trying to say that I've had enough experience (did my swap about 7 years ago) with the motors now to see the unique differences between my OM602 DE2.9LA and the motor you have got.
Here is my motor as I received it (in the mercedes crate with less than 100 hours on it).
Let me know if you want any specific pictures of my motor, or info., I've collect quite a bit over the years.
Hi Joaquin,
If it can be opaque to a guy that knows his way around MB diesels just imagine what it does to my head.
No worries re your comments as I understand that you are volunteering helpful information. Thanks for the offer of pics and information. Later this fall/winter when I get into the swap in earnest I may do that.
This post was last modified: 07-25-2014, 02:01 PM by Merc4x4T1.
(07-25-2014, 01:02 AM)GD290(07-24-2014, 12:02 PM)Merc4x4T1 The recessed friction surface on the flywheel measures 243mm maximum width. However I wouldn't know a dual mass one if I stubbed my toe on one
I read a thread on a GWagen forum that suggested that if a turbo is added to a non-turbo OM602 engine, the piston cooling oil squirter nozzels could/should be replaced with ones from ones specific to a turbo model because of the additional stresses on the engine. Any truth to this or does the NA engine handle the turbo loads fine in stock configuration? 15 psi maximum turbo boost has been recommended by an Aeodyne technician.
Regarding your earlier comment "controlling fuelling in a no boost situation", I observed the engine on a stand in the mechanic's shop being repeatedly run up an down through the rpm range and there was no black smoke. The engine was no under any load however.
The dual mass wheel, you can move the outer portion a few degrees, in relation to the inner portion. There is rubber damper in between, to minimise the vibrations transmitted thru the driveline.
But with a 243mm surface, that sugest that you may have a 240mm single mass flywheel. That goes well along with the unimog therory.
Oil squirters under piston, needs to remain the same. As the difference is in the con rods. Turbo con rods are solid and recieve their lubrication at the piston pin via the the squirters. They are aimed at the pin.
Normal aspirated con rods have a bore running thru, from crank bearing to piston pin, thats how they recieve lubrication in the top.
The oil squirters serve primarily to cool the piston and lubricate cylinder walls.
Therefore you should not go all crazy and pull 2-300 hp out of the NA engine, as the con rods are not of the same strength.
But it will handle 120-140 hp for 3-500.000 km.
The long stroke 5 cyl is a good engine, just let it warm up gently before you put any serious load on it and it will serve you really well in your adventure van.
Hey, I like what I'm hearing here. Thanks for the interest and information.
(07-25-2014, 10:41 AM)Joaquin Suave I know enough about Mercedes diesels to know that I really don't know very much at all.
I do however have 2 complete OM603's and one partially complete OM602 (2.5 NA) in my back yard besides the ones in my vehicles. I have found that the mercedes numbering system can be very confusing (as opposed to the cummins CPL numbers), and due to the modularity of the design a base motor can be configured in SOOOO many ways that the more you learn about them... The less you know. LOL
The only Unimog that I know of that used the OM602 was the U100 (the spec's are in the attachment). It looks identical to my OM602 (that was sent to a dyno testing lab in Detroit my Mercedes for testing. Something to do with the first USMC "fast-attack" G-wagons).
Either way, you have a KILLER motor! And I not trying to deminish that fact in any way. i am simply trying to say that I've had enough experience (did my swap about 7 years ago) with the motors now to see the unique differences between my OM602 DE2.9LA and the motor you have got.
Here is my motor as I received it (in the mercedes crate with less than 100 hours on it).
Let me know if you want any specific pictures of my motor, or info., I've collect quite a bit over the years.
Hi Joaquin,
If it can be opaque to a guy that knows his way around MB diesels just imagine what it does to my head.
No worries re your comments as I understand that you are volunteering helpful information. Thanks for the offer of pics and information. Later this fall/winter when I get into the swap in earnest I may do that.
07-27-2014, 08:37 PM
#23
(07-27-2014, 12:04 PM)Petar Could you please take some photos of the 4x4 components.The transfer case, front axle and driveshafts. I am brainstorming about converting one of these to 4x4 for personal use.
It would be a nice alternative to buying a Jeep or a G wagen
Hello Petar,
Sure, no problem. It will probably take a couple of days and then I will post them here.
(07-27-2014, 12:04 PM)Petar Could you please take some photos of the 4x4 components.The transfer case, front axle and driveshafts. I am brainstorming about converting one of these to 4x4 for personal use.
It would be a nice alternative to buying a Jeep or a G wagen
Hello Petar,
Sure, no problem. It will probably take a couple of days and then I will post them here.
07-28-2014, 06:37 PM
#25
(07-27-2014, 12:04 PM)Petar Could you please take some photos of the 4x4 components.The transfer case, front axle and driveshafts. I am brainstorming about converting one of these to 4x4 for personal use.
It would be a nice alternative to buying a Jeep or a G wagen
Petar,
here are some 4x4 photos. PM me if you would like more.
Attached Files
Image(s)(07-27-2014, 12:04 PM)Petar Could you please take some photos of the 4x4 components.The transfer case, front axle and driveshafts. I am brainstorming about converting one of these to 4x4 for personal use.
It would be a nice alternative to buying a Jeep or a G wagen
Petar,
here are some 4x4 photos. PM me if you would like more.
Attached Files
Image(s)
07-31-2014, 03:11 PM
#26
As far as the oil pan is concerned the Russian EPC shows that the oil pan for T1 vans with the OM602 engine is part no. 6020141702 .
The oil pan from W124 and W201 passenger cars looks the same but has a different part no. 6020142002
I think that the oil pan from a W124 or a W201 can be used.
That oil cooler seems to be located on the right side, on my T1 it is on the left but i have an OM617.
Also you will need to swap your oil filter housing for one that is pointing backwards or make a remote filter set up.There is not enough space for the original one.That housing is specific to T1 mounted OM601 and OM602 engines.
I think your M102 engine mounts and arms will work but i am not sure.
Here are some pictures of an OM601 from a T1:
![[Image: 88164cc8a5ce-800x600_zps69734eaf.jpg]](http://i1353.photobucket.com/albums/q663/Petar/88164cc8a5ce-800x600_zps69734eaf.jpg)
![[Image: 0818980028e4-800x600_zps00ff3200.jpg]](http://i1353.photobucket.com/albums/q663/Petar/0818980028e4-800x600_zps00ff3200.jpg)
![[Image: d0a4442122bb-800x600_zpsc8f19285.jpg]](http://i1353.photobucket.com/albums/q663/Petar/d0a4442122bb-800x600_zpsc8f19285.jpg)
![[Image: 1a5aff556eca-800x600_zpsa668b813.jpg]](http://i1353.photobucket.com/albums/q663/Petar/1a5aff556eca-800x600_zpsa668b813.jpg)
This post was last modified: 07-31-2014, 03:16 PM by Petar.
Thanks, those pics are really helpful
As far as the oil pan is concerned the Russian EPC shows that the oil pan for T1 vans with the OM602 engine is part no. 6020141702 .
The oil pan from W124 and W201 passenger cars looks the same but has a different part no. 6020142002
I think that the oil pan from a W124 or a W201 can be used.
That oil cooler seems to be located on the right side, on my T1 it is on the left but i have an OM617.
Also you will need to swap your oil filter housing for one that is pointing backwards or make a remote filter set up.There is not enough space for the original one.That housing is specific to T1 mounted OM601 and OM602 engines.
I think your M102 engine mounts and arms will work but i am not sure.
Here are some pictures of an OM601 from a T1:
08-02-2014, 12:54 PM
#27
(07-31-2014, 03:11 PM)Petar Thanks, those pics are really helpful
As far as the oil pan is concerned the Russian EPC shows that the oil pan for T1 vans with the OM602 engine is part no. 6020141702 .
The oil pan from W124 and W201 passenger cars looks the same but has a different part no. 6020142002
I think that the oil pan from a W124 or a W201 can be used.
That oil cooler seems to be located on the right side, on my T1 it is on the left but i have an OM617.
Also you will need to swap your oil filter housing for one that is pointing backwards or make a remote filter set up.There is not enough space for the original one.That housing is specific to T1 mounted OM601 and OM602 engines.
I think your M102 engine mounts and arms will work but i am not sure.
Here are some pictures of an OM601 from a T1:
I've already ordered the oil pan from a 290GDT G-Wagen (6020142602). I expect once I pull my existing pan and eyeball the oil pump/pickup up tube, I will have to get the one that corresponds to the new oil pan.
Regarding the oil filter housing, do you have the part number for the rear facing one for the T1 Van? The upright one I have now for sure doesn't fit? When I looked on the Russian EPC site the filter housing diagrams for the OM602.940 engine showed the upright one if that means anything.
(07-31-2014, 03:11 PM)Petar Thanks, those pics are really helpful
As far as the oil pan is concerned the Russian EPC shows that the oil pan for T1 vans with the OM602 engine is part no. 6020141702 .
The oil pan from W124 and W201 passenger cars looks the same but has a different part no. 6020142002
I think that the oil pan from a W124 or a W201 can be used.
That oil cooler seems to be located on the right side, on my T1 it is on the left but i have an OM617.
Also you will need to swap your oil filter housing for one that is pointing backwards or make a remote filter set up.There is not enough space for the original one.That housing is specific to T1 mounted OM601 and OM602 engines.
I think your M102 engine mounts and arms will work but i am not sure.
Here are some pictures of an OM601 from a T1:
I've already ordered the oil pan from a 290GDT G-Wagen (6020142602). I expect once I pull my existing pan and eyeball the oil pump/pickup up tube, I will have to get the one that corresponds to the new oil pan.
Regarding the oil filter housing, do you have the part number for the rear facing one for the T1 Van? The upright one I have now for sure doesn't fit? When I looked on the Russian EPC site the filter housing diagrams for the OM602.940 engine showed the upright one if that means anything.
09-28-2014, 04:50 PM
#29
Thanks,
Jim
Vancouver, Canada
I haven't had any success yet in finding the correct oil filter housing for the diesel engine swap into my 1992 Mercedes T1 Van. I have emailed several breaker yards in the UK but so far no luck. Can anyone provide the part number (for the OM602.940 engine) or have any insight on where to find one. I don't think the part is available new any more but would be happy to find out otherwise.
Thanks,
Jim
Vancouver, Canada
10-24-2014, 03:35 PM
#30
(07-22-2014, 09:11 AM)Merc4x4T1(07-21-2014, 06:53 PM)raysorenson Here's the Russian EPC http://www.neoriginal.ru/cat/mb
Thanks for the EPC link. Very helpful. With it I determined the correct motor mount brackets and have emailed availability and price requests.
The front sump oil pan & oil pump/pickup tube is more challenging. Anybody know if oil pans across the various OM602 applications are interchangeable and also if dip stick tubes are positioned through the oil pan or engine front cover?
Have a look at the Ssangyong Musso Sports ute and there are 4wd versions and there is a diff at the front so maybe a sump will fit. from either the OM622LA or the OM600.
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
(07-22-2014, 09:11 AM)Merc4x4T1(07-21-2014, 06:53 PM)raysorenson Here's the Russian EPC http://www.neoriginal.ru/cat/mb
Thanks for the EPC link. Very helpful. With it I determined the correct motor mount brackets and have emailed availability and price requests.
The front sump oil pan & oil pump/pickup tube is more challenging. Anybody know if oil pans across the various OM602 applications are interchangeable and also if dip stick tubes are positioned through the oil pan or engine front cover?
Have a look at the Ssangyong Musso Sports ute and there are 4wd versions and there is a diff at the front so maybe a sump will fit. from either the OM622LA or the OM600.
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
11-23-2014, 03:42 PM
#31
(10-24-2014, 03:35 PM)KnackersThanks for the information re the Musso Sports Ute. I have just purchased a complete T1 van OM602 rebuilt engine from England which is on the way here now. I got it specifically for the parts necessary for my swap so I will have a spare long block kicking around.(07-22-2014, 09:11 AM)Merc4x4T1(07-21-2014, 06:53 PM)raysorenson Here's the Russian EPC http://www.neoriginal.ru/cat/mb
Thanks for the EPC link. Very helpful. With it I determined the correct motor mount brackets and have emailed availability and price requests.
The front sump oil pan & oil pump/pickup tube is more challenging. Anybody know if oil pans across the various OM602 applications are interchangeable and also if dip stick tubes are positioned through the oil pan or engine front cover?
Have a look at the Ssangyong Musso Sports ute and there are 4wd versions and there is a diff at the front so maybe a sump will fit. from either the OM622LA or the OM600.
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
(10-24-2014, 03:35 PM)KnackersThanks for the information re the Musso Sports Ute. I have just purchased a complete T1 van OM602 rebuilt engine from England which is on the way here now. I got it specifically for the parts necessary for my swap so I will have a spare long block kicking around.(07-22-2014, 09:11 AM)Merc4x4T1(07-21-2014, 06:53 PM)raysorenson Here's the Russian EPC http://www.neoriginal.ru/cat/mb
Thanks for the EPC link. Very helpful. With it I determined the correct motor mount brackets and have emailed availability and price requests.
The front sump oil pan & oil pump/pickup tube is more challenging. Anybody know if oil pans across the various OM602 applications are interchangeable and also if dip stick tubes are positioned through the oil pan or engine front cover?
Have a look at the Ssangyong Musso Sports ute and there are 4wd versions and there is a diff at the front so maybe a sump will fit. from either the OM622LA or the OM600.
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
http://sy.ilcats.ru/part/cat/J02/engine/...e/A/clid/1
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