606 Turbo Choice for a Quick Spooling 4x4!
606 Turbo Choice for a Quick Spooling 4x4!
Hello all, been lurking for a long time and my account has finally been approved so here we go!
I've been reading as many threads ref. turbocharger sizing and selection for various engines and vehicles - but haven't quite managed to make a decision as to what would best suit my needs.
SO: The picture below is NOT my truck, but is exactly the same body style and a similar specification to what I am building.
Mine is a 1985 Land Rover 127 (130) double cab, which originally would have been fitted with a 3.5 Rover V8 engine.
So goals/specs of this project:
OM606.962 from an E300 TD (already got this.)
722.6 from the same vehicle.
Ole Fejer transmission controller.
Dieselmeken 7.5mm pump with ALDA.
Target of 250-300bhp.
Target of as much torque as possible! This is a heavy truck (2,200kg+ when loaded.)
As fast spooling and responsive as possible. Don't want to be sitting waiting for the turbo to spool.
Turbos that I have considered so far:
- HX35W - easy to get, cheap and capable of big power but almost certainly too laggy for my needs?
- HX30W - not as easy to acquire and less top end power but should spool better. Not sure if it will spool quick enough still. Any experience/numbers here?
- HE341V - difficult to find, difficult to set-up properly but potentially good power and fast spooling.
- Smaller Garrett VNT (unsure of exact models here) - potentially very nice spooling but may limit max power.
Any other suggestions or guidance welcomed!
I'm researching putting the same engine in a ford f-150 and looking for the same goals: High torque (250-275hp as a realistic target with the stock IP). I wanted to stick with a conventional waste-gate turbo so as not to add 1 more controller to an already daunting list of "to-do's" and to keep expenses somewhat reasonable.
I'm actually leaning towards a T3- super 60 turbo given the compressor maps I've researched. Garret has a pretty good sizing program on their website that factors in the diesel component (slightly different mass air flow requirements). You can run many different scenarios and compile the required pressure ratios and mass air-flow requirements and then plot the points on any compressor map.
I found mine to fit best on the above referenced compressor map BUT- I'm still learning. In my case, It looks like i need to be at 2100 RPM to be above the surge line and at 4500 RPM I'm still on the map but getting close to the choke line.
(02-09-2016, 09:10 AM)jav1 I'm researching putting the same engine in a ford f-150 and looking for the same goals: High torque (250-275hp as a realistic target with the stock IP). I wanted to stick with a conventional waste-gate turbo so as not to add 1 more controller to an already daunting list of "to-do's" and to keep expenses somewhat reasonable.
I'm actually leaning towards a T3- super 60 turbo given the compressor maps I've researched. Garret has a pretty good sizing program on their website that factors in the diesel component (slightly different mass air flow requirements). You can run many different scenarios and compile the required pressure ratios and mass air-flow requirements and then plot the points on any compressor map.
I found mine to fit best on the above referenced compressor map BUT- I'm still learning. In my case, It looks like i need to be at 2100 RPM to be above the surge line and at 4500 RPM I'm still on the map but getting close to the choke line.
(02-09-2016, 09:10 AM)jav1 I'm researching putting the same engine in a ford f-150 and looking for the same goals: High torque (250-275hp as a realistic target with the stock IP). I wanted to stick with a conventional waste-gate turbo so as not to add 1 more controller to an already daunting list of "to-do's" and to keep expenses somewhat reasonable.
I'm actually leaning towards a T3- super 60 turbo given the compressor maps I've researched. Garret has a pretty good sizing program on their website that factors in the diesel component (slightly different mass air flow requirements). You can run many different scenarios and compile the required pressure ratios and mass air-flow requirements and then plot the points on any compressor map.
I found mine to fit best on the above referenced compressor map BUT- I'm still learning. In my case, It looks like i need to be at 2100 RPM to be above the surge line and at 4500 RPM I'm still on the map but getting close to the choke line.
I'm far from an expert myself. I do have some text books and while I've read, studied and understand the basics, there are aspects that still elude my understanding. For example- I understand calculating the engines mass airflow requirements and pressure ratios for a desired power level. I also understand how to plot and read the maps, with respect to the left (surge) boundary and the right (choke) boundary BUT- for the life of me, I can't understand how (as a matter of practicality) to make real worlds results "match" desired levels- and how to avoid surge in the process?
Understanding exactly "when" boost will come on in the RPM range is rather difficult for me. If we consider the factory specs for the 606, they have peak torque coming in at 1600 RPM. I know that's a function of both the stock fueling map and the small KKK14 turbo. So how do you then extrapolate the onset of boost when the turbo is enlarged or the map is changed? I ran calculations using the 1600 RPM as the peak torque RPM range with several larger turbos and I'm WAY off the map in the surge zone trying to get boost that early. So does that mean??? A) the turbo just won't produce boost that early on OR B) it will produce erratic boost but the surge properties will make it unstable? or C) some combination of both?
You can plug in any RPM/HP into the calculation, and it will tell you what the pressure ratio and mass airflow requirement "should be"... but it doesn't mean that it's what they "will be" in reality. Perhaps that's why there's a whole section on here so people can post what they've tried and how it functioned?
Hi Guys
perfect timing for this thread. I'm wanting to do exactly the same but with a Volvo C304 6X6. The OM606.962 + 722.6 auto from an E300 should arrive from the UK this month and the Dieselmeken pump with 7.5 elements and ALDA is also in its way to Australia. My goal is good torque and approximately 250HP. This is my first experience with this engine and pump in a 6X6 so very keen to learn as much as possible
Cheers
Nick
Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
(02-10-2016, 09:46 AM)50harleyrider Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
(02-10-2016, 09:46 AM)50harleyrider Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
(02-10-2016, 11:37 AM)LongOldLandy(02-10-2016, 09:46 AM)50harleyrider Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
From what I've discovered, most of the 722.6 boxes used with the V8, V12 or AMG model Mercedes have the higher torque capacity (700ft/lb?). For now, the E300 TD box will be OK for 'prototyping' and I'll see how long it lasts.
I will be using a 2WD gearbox powering the standard Land Rover LT230 transfer box, divorced with a short propshaft. I'd imagine C304 and F150 projects will be similar set-ups?
(02-10-2016, 11:37 AM)LongOldLandy(02-10-2016, 09:46 AM)50harleyrider Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
From what I've discovered, most of the 722.6 boxes used with the V8, V12 or AMG model Mercedes have the higher torque capacity (700ft/lb?). For now, the E300 TD box will be OK for 'prototyping' and I'll see how long it lasts.
I will be using a 2WD gearbox powering the standard Land Rover LT230 transfer box, divorced with a short propshaft. I'd imagine C304 and F150 projects will be similar set-ups?
(02-11-2016, 11:10 AM)ross(02-10-2016, 11:37 AM)LongOldLandy(02-10-2016, 09:46 AM)50harleyrider Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
From what I've discovered, most of the 722.6 boxes used with the V8, V12 or AMG model Mercedes have the higher torque capacity (700ft/lb?). For now, the E300 TD box will be OK for 'prototyping' and I'll see how long it lasts.
I will be using a 2WD gearbox powering the standard Land Rover LT230 transfer box, divorced with a short propshaft. I'd imagine C304 and F150 projects will be similar set-ups?
My experience looking at all the serial numbers of ones from the ML class is that they are all the lower rated box. Only the saloons got the stronger boxes for the V8s/AMGs etc. I'll be running the stock ML270CDI auto close-coupled to the land rover transferbox (with my homebuilt adaptor) and live with it for now. If it struggles with the power, I'll put the stronger internals in the box.
(02-11-2016, 11:10 AM)ross(02-10-2016, 11:37 AM)LongOldLandy(02-10-2016, 09:46 AM)50harleyrider Make sure you find a 722.666 out of an AWD like an ML500 or ML55. It's the beefy one for the V8 and should easily take your HP needs. It won't get the off road traction like a true 4x4 unless you figure out how to integrate the ABS controlled traction control. The 722.6 out of a w210 OM606.962 is 2wd (Of course that may be different in Europe since you guys get all the cool stuff we don't).
From what I've discovered, most of the 722.6 boxes used with the V8, V12 or AMG model Mercedes have the higher torque capacity (700ft/lb?). For now, the E300 TD box will be OK for 'prototyping' and I'll see how long it lasts.
I will be using a 2WD gearbox powering the standard Land Rover LT230 transfer box, divorced with a short propshaft. I'd imagine C304 and F150 projects will be similar set-ups?
My experience looking at all the serial numbers of ones from the ML class is that they are all the lower rated box. Only the saloons got the stronger boxes for the V8s/AMGs etc. I'll be running the stock ML270CDI auto close-coupled to the land rover transferbox (with my homebuilt adaptor) and live with it for now. If it struggles with the power, I'll put the stronger internals in the box.
The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
I had hy35 on my om606 with small 8cm housing and stock 300td gearbox started to slip from the first test drive, later with stronger box it made 375hp/650nm from engine with 2,5bar. 4th and 5th gears started to slip from 1,5 bar so it was slipping way before 375hp. It had 470 000 km/ 300 000 miles so maybe box wasn't in best shape but in donor car with stock om606 it was working perfectly.
Now I use gearbox from w211 320cdi and last dyno was 510hp/850nm and it is holding without problems.
HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
(02-11-2016, 02:04 PM)50harleyrider The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
(02-11-2016, 02:04 PM)50harleyrider The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
(02-11-2016, 11:51 AM)LongOldLandy(02-11-2016, 11:10 AM)ross(02-10-2016, 11:37 AM)LongOldLandy From what I've discovered, most of the 722.6 boxes used with the V8, V12 or AMG model Mercedes have the higher torque capacity (700ft/lb?). For now, the E300 TD box will be OK for 'prototyping' and I'll see how long it lasts.
I will be using a 2WD gearbox powering the standard Land Rover LT230 transfer box, divorced with a short propshaft. I'd imagine C304 and F150 projects will be similar set-ups?
My experience looking at all the serial numbers of ones from the ML class is that they are all the lower rated box. Only the saloons got the stronger boxes for the V8s/AMGs etc. I'll be running the stock ML270CDI auto close-coupled to the land rover transferbox (with my homebuilt adaptor) and live with it for now. If it struggles with the power, I'll put the stronger internals in the box.
General rule is that if the engine the box was used with puts out less than 380nm, they will use the weaker box.
Does Ole's controller work OK with the 4x4 boxes?
Also, what are your plans ref. pump and turbo?
(02-11-2016, 02:04 PM)50harleyrider The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
(02-11-2016, 11:51 AM)LongOldLandy(02-11-2016, 11:10 AM)ross(02-10-2016, 11:37 AM)LongOldLandy From what I've discovered, most of the 722.6 boxes used with the V8, V12 or AMG model Mercedes have the higher torque capacity (700ft/lb?). For now, the E300 TD box will be OK for 'prototyping' and I'll see how long it lasts.
I will be using a 2WD gearbox powering the standard Land Rover LT230 transfer box, divorced with a short propshaft. I'd imagine C304 and F150 projects will be similar set-ups?
My experience looking at all the serial numbers of ones from the ML class is that they are all the lower rated box. Only the saloons got the stronger boxes for the V8s/AMGs etc. I'll be running the stock ML270CDI auto close-coupled to the land rover transferbox (with my homebuilt adaptor) and live with it for now. If it struggles with the power, I'll put the stronger internals in the box.
General rule is that if the engine the box was used with puts out less than 380nm, they will use the weaker box.
Does Ole's controller work OK with the 4x4 boxes?
Also, what are your plans ref. pump and turbo?
(02-11-2016, 02:04 PM)50harleyrider The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
(02-11-2016, 02:04 PM)50harleyrider The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
(02-11-2016, 02:04 PM)50harleyrider The ML500 and ML55 use the beefy 722.666. I didn't think about using the w210 722.6 with an external shaft feeding a transfer case. It's all close coupled or direct fit on the ML. Same with the F150. Longoldlady, do you have a photo of an example for this Landrover divorced setup? Sure am interested. I googled the LT230 and all of them I see bolt directly to the tranny. Your w210 tranny should be fine but I don't see how you mate it to an LT230 transfer case as the w210 722.6 has a flexpad outlet. I plan to do my transplant initially 2wd for shakedown also but am really interested in a divorced transfer case but don't how I would mount it. I've seen the New Procees 205 divorced transfer cases in the monster trucks. We need to research more. I hear AWD is useless off road unless you have the traction control ABS feature used in that era. Essentially 3 diffs. For now I'm shying away from the ML tranny and transfer case for that reason. Ole's 722.6 controller should work on any 722.xxx transmission 2wd or awd. Maybe he'll pipe in.
That didn't go as planned... can a moderator delete that please? The button's gone off the side of my browser
Let's have another go. Divorced LT230 on what I believe is some kind of yank box?
(02-11-2016, 04:27 PM)erx I had hy35 on my om606 with small 8cm housing and stock 300td gearbox started to slip from the first test drive, later with stronger box it made 375hp/650nm from engine with 2,5bar. 4th and 5th gears started to slip from 1,5 bar so it was slipping way before 375hp. It had 470 000 km/ 300 000 miles so maybe box wasn't in best shape but in donor car with stock om606 it was working perfectly.
Now I use gearbox from w211 320cdi and last dyno was 510hp/850nm and it is holding without problems.
HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
(02-11-2016, 04:27 PM)erx I had hy35 on my om606 with small 8cm housing and stock 300td gearbox started to slip from the first test drive, later with stronger box it made 375hp/650nm from engine with 2,5bar. 4th and 5th gears started to slip from 1,5 bar so it was slipping way before 375hp. It had 470 000 km/ 300 000 miles so maybe box wasn't in best shape but in donor car with stock om606 it was working perfectly.
Now I use gearbox from w211 320cdi and last dyno was 510hp/850nm and it is holding without problems.
HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
Erx wrote:HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
I plan to use the HX-35 with my Diselmeken 7.5 superpump for my 300 hp goal. Mine has a 10cm turbine housing which according to Alcaid will spool quickly and meet my HP needs. Erx, do you have data to back up your claim disputing Alcaid? Maybe you're not aware of my turbo? The 10cm is not common but should work nicely.
Here's a link to an NP-205 divorced transfer case. Should be easy to adapt with the large variety of Spicer u-joints available. I need to find an electric shift one.
http://thumbs.ebaystatic.com/images/g/dI...s-l225.jpg
(02-12-2016, 05:52 AM)50harleyrider Erx wrote:HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
I plan to use the HX-35 with my Diselmeken 7.5 superpump for my 300 hp goal. Mine has a 10cm turbine housing which according to Alcaid will spool quickly and meet my HP needs. Erx, do you have data to back up your claim disputing Alcaid? Maybe you're not aware of my turbo? The 10cm is not common but should work nicely.
Here's a link to an NP-205 divorced transfer case. Should be easy to adapt with the large variety of Spicer u-joints available. I need to find an electric shift one.
http://thumbs.ebaystatic.com/images/g/dI...s-l225.jpg
(02-12-2016, 05:52 AM)50harleyrider Erx wrote:HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
I plan to use the HX-35 with my Diselmeken 7.5 superpump for my 300 hp goal. Mine has a 10cm turbine housing which according to Alcaid will spool quickly and meet my HP needs. Erx, do you have data to back up your claim disputing Alcaid? Maybe you're not aware of my turbo? The 10cm is not common but should work nicely.
Here's a link to an NP-205 divorced transfer case. Should be easy to adapt with the large variety of Spicer u-joints available. I need to find an electric shift one.
http://thumbs.ebaystatic.com/images/g/dI...s-l225.jpg
Yah the 221 will really only go to 4000rpm but it will make 300hp at 4000rpm. With maybe 100cc fuel.
(02-13-2016, 08:22 PM)atypicalguy Yah the 221 will really only go to 4000rpm but it will make 300hp at 4000rpm. With maybe 100cc fuel.
(02-13-2016, 08:22 PM)atypicalguy Yah the 221 will really only go to 4000rpm but it will make 300hp at 4000rpm. With maybe 100cc fuel.
(02-15-2016, 04:31 AM)LongOldLandy(02-13-2016, 08:22 PM)atypicalguy Yah the 221 will really only go to 4000rpm but it will make 300hp at 4000rpm. With maybe 100cc fuel.
That could work quite well for me. I can't see myself exceeding 4,000 rpm too often anyway.
(02-15-2016, 04:31 AM)LongOldLandy(02-13-2016, 08:22 PM)atypicalguy Yah the 221 will really only go to 4000rpm but it will make 300hp at 4000rpm. With maybe 100cc fuel.
That could work quite well for me. I can't see myself exceeding 4,000 rpm too often anyway.
So coming back to this again.
I managed to save a Garrett GT2556S (GT25S) from the scrap bin at work recently. (Pictured)
It's usually fitted to a 4.4L Perkins engine fitted to a backhoe loader, however these only put out approx. 100bhp in this application.
Is this going to be any use at all on my OM606 for 250bhp?
Thanks all
I would consider leaving your e-pump and turbo in place and trying Baldurs' ecu to start with. That's what I've done on my F150 4x4 606 conversion and have been more than happy with the low end grunt. Our weights are about the same. I've recently broke something in the drive train so my project is on hold until the Bendpak 2 post lift is installed in my garage. I bought an HX-35 with a 10 cm turbine housing but may even consider not going that route. Most of the guys on here going with the aftermarket turbos are looking for >300 hp. You won't get better low end grunt than the oe turbo and your engine will last a lot longer than 2-3 bar boost of aftermarket turbos. You'd be surprised how much a nice intercooler and 3" free flowing exhaust with the DSL1 ecu will make nice power in a stock 606. The DSL1 opens up lots of tuning opportunity you can't get with the M-pump. Just depends on your goals. Good luck and enjoy your conversion. Talk to Baldur. He really stands behind his ecu.
larsalan I guess I need to look at this stupid ass drip shit. What you have to like mess with those elements on the pump? What a fucking hassle. then use some wire to hold the throttle open or some shit?
You might be able to hog out that garrett. My 2056v had a tiny exhaust inlet, I think I opened it up by ~1cm diameter. No idea if that would have helped, I gave the turbo away before I could test it out
larsalan I guess I need to look at this stupid ass drip shit. What you have to like mess with those elements on the pump? What a fucking hassle. then use some wire to hold the throttle open or some shit?
It would be nice to see some possible mods to the KKK K14 oe turbo. It would be nice to retain the stock triangular turbo bolt-up and still have better breathing. I know for a fact the oe setup enhanced with the larger intercooler/exhaust gives quite nice improvements. Maybe someone on here knows about successfully modding a K14 and can share their experiences with us? Of course this may not be the right forum for this discussion as it is the Super Turbo Diesel forum and the K14 sure aint no super turbo! We all like to be educated though.
Sure it can be moded to acomodate a bigguer and modern compressor, and in this side it will work ok.
The turbine side that is another matter cause the a/r is just very small. There isn't much one can do beside triing out newer and more modern turbines ... but the question remains moding the a/r will cause the the turbo to lag. Moding the volute may cause lag . Opening the WG port will help.
By the amount of money spent in the end one can buy a decent Holset crap.
Or other crap OEM . But as u said that is far from a superturbo, despite tiny things can compress a lot of air.
(03-15-2016, 04:19 AM)LongOldLandy So coming back to this again.
I managed to save a Garrett GT2556S (GT25S) from the scrap bin at work recently. (Pictured)
It's usually fitted to a 4.4L Perkins engine fitted to a backhoe loader, however these only put out approx. 100bhp in this application.
Is this going to be any use at all on my OM606 for 250bhp?
Thanks all
(03-15-2016, 04:19 AM)LongOldLandy So coming back to this again.
I managed to save a Garrett GT2556S (GT25S) from the scrap bin at work recently. (Pictured)
It's usually fitted to a 4.4L Perkins engine fitted to a backhoe loader, however these only put out approx. 100bhp in this application.
Is this going to be any use at all on my OM606 for 250bhp?
Thanks all
(02-11-2016, 04:27 PM)erx I had hy35 on my om606 with small 8cm housing and stock 300td gearbox started to slip from the first test drive, later with stronger box it made 375hp/650nm from engine with 2,5bar. 4th and 5th gears started to slip from 1,5 bar so it was slipping way before 375hp. It had 470 000 km/ 300 000 miles so maybe box wasn't in best shape but in donor car with stock om606 it was working perfectly.
Now I use gearbox from w211 320cdi and last dyno was 510hp/850nm and it is holding without problems.
HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.
(02-11-2016, 04:27 PM)erx I had hy35 on my om606 with small 8cm housing and stock 300td gearbox started to slip from the first test drive, later with stronger box it made 375hp/650nm from engine with 2,5bar. 4th and 5th gears started to slip from 1,5 bar so it was slipping way before 375hp. It had 470 000 km/ 300 000 miles so maybe box wasn't in best shape but in donor car with stock om606 it was working perfectly.
Now I use gearbox from w211 320cdi and last dyno was 510hp/850nm and it is holding without problems.
HX35 is too big for 250-300hp, HY35 with small turbine housing or HX30 would be better.