Om606.91 vs. Om606.96(turbo).
Om606.91 vs. Om606.96(turbo).
10-31-2017, 11:29 PM
#2
major concern is not pistons and rods, those are though enough to withstand the turbo. Of course there is some diferences in piston and rod... visible are rod wrist pin diameter and colour code. Turbo piston has a crown cooling chanel both have oil cooling.
And some other minor diff along the block and hardware.
Head assy is what is really diff. Expecialy the valve train!!!
Exaust valves and springs and cams differ. Not that u can't turbo it with success but at least the valve springs got to be upgraded.
If interested PM me for those parts.
FD,
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Hy,
major concern is not pistons and rods, those are though enough to withstand the turbo. Of course there is some diferences in piston and rod... visible are rod wrist pin diameter and colour code. Turbo piston has a crown cooling chanel both have oil cooling.
And some other minor diff along the block and hardware.
Head assy is what is really diff. Expecialy the valve train!!!
Exaust valves and springs and cams differ. Not that u can't turbo it with success but at least the valve springs got to be upgraded.
If interested PM me for those parts.
FD,
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11-06-2017, 09:58 AM
#3
(10-31-2017, 11:29 PM)barrote Hy,I will contact you for sure when I'm ready.
major concern is not pistons and rods, those are though enough to withstand the turbo. Of course there is some diferences in piston and rod... visible are rod wrist pin diameter and colour code. Turbo piston has a crown cooling chanel both have oil cooling.
And some other minor diff along the block and hardware.
Head assy is what is really diff. Expecialy the valve train!!!
Exaust valves and springs and cams differ. Not that u can't turbo it with success but at least the valve springs got to be upgraded.
If interested PM me for those parts.
(10-31-2017, 11:29 PM)barrote Hy,I will contact you for sure when I'm ready.
major concern is not pistons and rods, those are though enough to withstand the turbo. Of course there is some diferences in piston and rod... visible are rod wrist pin diameter and colour code. Turbo piston has a crown cooling chanel both have oil cooling.
And some other minor diff along the block and hardware.
Head assy is what is really diff. Expecialy the valve train!!!
Exaust valves and springs and cams differ. Not that u can't turbo it with success but at least the valve springs got to be upgraded.
If interested PM me for those parts.
11-07-2017, 06:09 AM
#4
(10-31-2017, 06:50 PM)Evenglass I have a running 606.91x non turbo. I'd like to add a turbo. What are the differences? What can I change to upgrade it? It is worth it? I can get rods and pistons cheap from a 606.96x .
Have you considered supercharging rather than turbo? Sure, all the factory turbo parts are "bolt-on" but then you're left with an inferior version of a easy to find stock turbo motor.
If you plan to make a larger turbo fit with custom pipes for performance that's a fair amount of work and/or cost.
I think an Eaton M90 mounted on the passenger fender, single boost pipe* to NA intake crossover & an extra long belt with tensioner pulley would cost undef $300 total. Add an air:water intercooler in place of the boost pipe* for cooler charge. Easily under $500 total and boost on demand w/o lag.
Well, thats what I'd do anyhow...
(10-31-2017, 06:50 PM)Evenglass I have a running 606.91x non turbo. I'd like to add a turbo. What are the differences? What can I change to upgrade it? It is worth it? I can get rods and pistons cheap from a 606.96x .
Have you considered supercharging rather than turbo? Sure, all the factory turbo parts are "bolt-on" but then you're left with an inferior version of a easy to find stock turbo motor.
If you plan to make a larger turbo fit with custom pipes for performance that's a fair amount of work and/or cost.
I think an Eaton M90 mounted on the passenger fender, single boost pipe* to NA intake crossover & an extra long belt with tensioner pulley would cost undef $300 total. Add an air:water intercooler in place of the boost pipe* for cooler charge. Easily under $500 total and boost on demand w/o lag.
Well, thats what I'd do anyhow...
11-08-2017, 02:52 AM
#5
...the M90 is laying around for some time...
But some considerations ... what pulley ratios should one start with? And about high idle ? Won't it pull too much HP ?
Do u know someone with one ?
FD,
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That is something that i really would like to have feedback
...the M90 is laying around for some time...
But some considerations ... what pulley ratios should one start with? And about high idle ? Won't it pull too much HP ?
Do u know someone with one ?
FD,
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11-08-2017, 10:57 PM
#6
(11-08-2017, 02:52 AM)barrote That is something that i really would like to have feedback
...the M90 is laying around for some time...
But some considerations ... what pulley ratios should one start with? And about high idle ? Won't it pull too much HP ?
Do u know someone with one ?
You do the math on the blower displacement per rev to engine per rev. So say your supercharger blows 1.5l per revolution. Your engine is 3.0l every 4 strokes so half rpm. So if you are at 2:1 you are going to have the supercharger discharging 3.0l to the engine consuming 3.0l at 100% volumetric efficiency on both. So to get boost you have to spin the supercharger faster. So change the ratio to 3:1 and now you are going to have 7lbs of boost.
As far as idle. Diesels regulate fuel to control rpm. It will idle the same at 10psi of boost as it will at no boost. This is really cool with superchargers because you do not need any throttle on it like a gas motor. Same as n/a.
The downside is superchargers are noisey. Use a bit of power to run and you can only spin them so high. And they have terminal RPM. They generate a bit of heat. They are hard to mount and get belt alignment right.
But they have instant response.
whipplem104
11-08-2017, 10:57 PM #6(11-08-2017, 02:52 AM)barrote That is something that i really would like to have feedback
...the M90 is laying around for some time...
But some considerations ... what pulley ratios should one start with? And about high idle ? Won't it pull too much HP ?
Do u know someone with one ?
You do the math on the blower displacement per rev to engine per rev. So say your supercharger blows 1.5l per revolution. Your engine is 3.0l every 4 strokes so half rpm. So if you are at 2:1 you are going to have the supercharger discharging 3.0l to the engine consuming 3.0l at 100% volumetric efficiency on both. So to get boost you have to spin the supercharger faster. So change the ratio to 3:1 and now you are going to have 7lbs of boost.
As far as idle. Diesels regulate fuel to control rpm. It will idle the same at 10psi of boost as it will at no boost. This is really cool with superchargers because you do not need any throttle on it like a gas motor. Same as n/a.
The downside is superchargers are noisey. Use a bit of power to run and you can only spin them so high. And they have terminal RPM. They generate a bit of heat. They are hard to mount and get belt alignment right.
But they have instant response.
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