Om606/605 supercharged.
Om606/605 supercharged.
10-12-2013, 10:32 AM
#2
You know what you'll get with a HX30 but I don't think anyone's run just a large supercharger.
With the correctly sized pulley and a big IC you could have a monster off the line. Your top end may suffer though.
The specs from your SC will give us more insight.
I, for one, am excited to hear more!
This post was last modified: 10-12-2013, 10:35 AM by CRD4x4.
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
I say go for it! (But I'm no expert)
You know what you'll get with a HX30 but I don't think anyone's run just a large supercharger.
With the correctly sized pulley and a big IC you could have a monster off the line. Your top end may suffer though.
The specs from your SC will give us more insight.
I, for one, am excited to hear more!
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
10-12-2013, 10:55 AM
#3
All I know as of now is it's off a military Detroit diesel v6.
The charger is fairly large around a third bigger than a eaton m112.
Was told that the engine it was on produced around 250hp with lots of tq
However being a slow military vehicle , reliability was was key.
I would hope it could squeeze enough air for 300/350bhp.
When I can I will post an image. If anyone knows much about gmc chargers is love to know more.
Well, I got given it. So specs are limited to say the least.
All I know as of now is it's off a military Detroit diesel v6.
The charger is fairly large around a third bigger than a eaton m112.
Was told that the engine it was on produced around 250hp with lots of tq
However being a slow military vehicle , reliability was was key.
I would hope it could squeeze enough air for 300/350bhp.
When I can I will post an image. If anyone knows much about gmc chargers is love to know more.
10-13-2013, 11:33 AM
#7
(10-13-2013, 09:53 AM)MFSuper90 EDH ran with only a supercharger for awhile, then added a turbo later
How big was his charger? Power made?
Guess he then went to turbo aswell for more power?
In an ideal world I would run an hx50 as well etc etc but this seems a good compromise on a street car?
10-13-2013, 07:10 PM
#8
http://www.superturbodiesel.com/std/Thre...hlight=EDH
Eaton m90, which is micro sized compared to the 6v53/71/92 blower you are planning on using.
Besides just having one around, I think using a screw type would be much more beneficial, just from what I've read
'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
Here is the build thread
http://www.superturbodiesel.com/std/Thre...hlight=EDH
Eaton m90, which is micro sized compared to the 6v53/71/92 blower you are planning on using.
Besides just having one around, I think using a screw type would be much more beneficial, just from what I've read
'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
![[Image: image_zpsc4e24b97.jpg]](http://s1015.photobucket.com/user/angusclosier/media/image_zpsc4e24b97.jpg.html)
![[Image: image_zps3cf673e3.jpg]](http://s1015.photobucket.com/user/angusclosier/media/image_zps3cf673e3.jpg.html)
10-14-2013, 03:09 AM
#10
The car felt just like a strong N/a engine with just the supercharger
EDH_Performance
10-14-2013, 03:09 AM #10Oohh, this will be a sucsess!! Stick it on and run a intercooler on it and it will be sweet! I put a turbo on because i was aiming for the 4-500 hp range
The car felt just like a strong N/a engine with just the supercharger
10-14-2013, 03:12 AM
#11
(10-14-2013, 03:09 AM)EDH_Performance Oohh, this will be a sucsess!! Stick it on and run a intercooler on it and it will be sweet! I put a turbo on because i was aiming for the 4-500 hp range
The car felt just like a strong N/a engine with just the supercharger
Well I need to find out more about the charger first, see what power I can actually get using it. I would like 300+ But I'm happy to do lots of supporting mods. W/m and decent intercooler ect!
(10-14-2013, 03:09 AM)EDH_Performance Oohh, this will be a sucsess!! Stick it on and run a intercooler on it and it will be sweet! I put a turbo on because i was aiming for the 4-500 hp range
The car felt just like a strong N/a engine with just the supercharger
Well I need to find out more about the charger first, see what power I can actually get using it. I would like 300+ But I'm happy to do lots of supporting mods. W/m and decent intercooler ect!
10-14-2013, 06:33 AM
#14
(10-14-2013, 05:46 AM)mantahead its a big one, did this come on Commer truck?
I know very little about this charger.
It was given to me as a gift knowing I was after a big charger.
I was told it came of a large military Detroit v6! That's as much as I know. Trying to get as much info as possible.
When I'm at the workshop I will clean it up properly and get the serial numbers off it!
This post was last modified: 10-14-2013, 06:35 AM by Booster.
I live in sturminster newton, not a million miles from you.
(10-14-2013, 05:46 AM)mantahead its a big one, did this come on Commer truck?
I know very little about this charger.
It was given to me as a gift knowing I was after a big charger.
I was told it came of a large military Detroit v6! That's as much as I know. Trying to get as much info as possible.
When I'm at the workshop I will clean it up properly and get the serial numbers off it!
10-14-2013, 12:48 PM
#15
'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
So if it came from a v6, it narrows it down to a 6v53,6-71, 6v71, 6v92. All are from the old two stroke detroits
'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
10-14-2013, 02:26 PM
#17
'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
I honestly don't know how to tell the difference between them. Serial numbers would be the easiest, but measurements might help also
'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
10-14-2013, 03:25 PM
#19
(10-14-2013, 01:34 PM)Booster(10-14-2013, 12:48 PM)MFSuper90 So if it came from a v6, it narrows it down to a 6v53,6-71, 6v71, 6v92. All are from the old two stroke detroits
How do I tell between them? I'd imagine the numbers determine the size. I will check for serial numbers...
6V51 is a 6 cylinder in a vee config that displaces 53 cubic inches per cylinder
The last two numbers tell you the cubic inch per cylinder of the engine. Either way that supercharger will be more then enough volume for a 606. Im not so sure about what sort of pressure they could develop effectively. I would do some research or testing to see how far you can overdrive this thing to make pressure. Two stroke diesel's super charger's were only used to push air through the cylinder liners for for exhaust scavenging, not boost per se. Detroit later turbochargers their engines for more power (6v51T), these force air into the inlet of the supercharger.
Duncansport
10-14-2013, 03:25 PM #19(10-14-2013, 01:34 PM)Booster(10-14-2013, 12:48 PM)MFSuper90 So if it came from a v6, it narrows it down to a 6v53,6-71, 6v71, 6v92. All are from the old two stroke detroits
How do I tell between them? I'd imagine the numbers determine the size. I will check for serial numbers...
6V51 is a 6 cylinder in a vee config that displaces 53 cubic inches per cylinder
The last two numbers tell you the cubic inch per cylinder of the engine. Either way that supercharger will be more then enough volume for a 606. Im not so sure about what sort of pressure they could develop effectively. I would do some research or testing to see how far you can overdrive this thing to make pressure. Two stroke diesel's super charger's were only used to push air through the cylinder liners for for exhaust scavenging, not boost per se. Detroit later turbochargers their engines for more power (6v51T), these force air into the inlet of the supercharger.
10-14-2013, 10:13 PM
#22
The last two numbers tell you the cubic inch per cylinder of the engine. Either way that supercharger will be more then enough volume for a 606. Im not so sure about what sort of pressure they could develop effectively. I would do some research or testing to see how far you can overdrive this thing to make pressure. Two stroke diesel's super charger's were only used to push air through the cylinder liners for for exhaust scavenging, not boost per se. Detroit later turbochargers their engines for more power (6v51T), these force air into the inlet of the supercharger.
[/quote]
Just for clarification; the 51 series Detroits weren't made in a vee configuration.
I believe you meant to say 6v53 & 6v53T.
Wiki says that only inline 2 & inline 4 were made in the 51 series but there were also single cylinder 51's made as well. Way to go wiki!
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
6V51 is a 6 cylinder in a vee config that displaces 53 cubic inches per cylinder
The last two numbers tell you the cubic inch per cylinder of the engine. Either way that supercharger will be more then enough volume for a 606. Im not so sure about what sort of pressure they could develop effectively. I would do some research or testing to see how far you can overdrive this thing to make pressure. Two stroke diesel's super charger's were only used to push air through the cylinder liners for for exhaust scavenging, not boost per se. Detroit later turbochargers their engines for more power (6v51T), these force air into the inlet of the supercharger.
[/quote]
Just for clarification; the 51 series Detroits weren't made in a vee configuration.
I believe you meant to say 6v53 & 6v53T.
Wiki says that only inline 2 & inline 4 were made in the 51 series but there were also single cylinder 51's made as well. Way to go wiki!
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
10-15-2013, 04:36 AM
#23
(10-14-2013, 10:13 PM)CRD4x4 6V51 is a 6 cylinder in a vee config that displaces 53 cubic inches per cylinder
The last two numbers tell you the cubic inch per cylinder of the engine. Either way that supercharger will be more then enough volume for a 606. Im not so sure about what sort of pressure they could develop effectively. I would do some research or testing to see how far you can overdrive this thing to make pressure. Two stroke diesel's super charger's were only used to push air through the cylinder liners for for exhaust scavenging, not boost per se. Detroit later turbochargers their engines for more power (6v51T), these force air into the inlet of the supercharger.
Just for clarification; the 51 series Detroits weren't made in a vee configuration.
I believe you meant to say 6v53 & 6v53T.
Wiki says that only inline 2 & inline 4 were made in the 51 series but there were also single cylinder 51's made as well. Way to go wiki!
[/quote]
You got it, 53 not 51.......
Duncansport
10-15-2013, 04:36 AM #23(10-14-2013, 10:13 PM)CRD4x4 6V51 is a 6 cylinder in a vee config that displaces 53 cubic inches per cylinder
The last two numbers tell you the cubic inch per cylinder of the engine. Either way that supercharger will be more then enough volume for a 606. Im not so sure about what sort of pressure they could develop effectively. I would do some research or testing to see how far you can overdrive this thing to make pressure. Two stroke diesel's super charger's were only used to push air through the cylinder liners for for exhaust scavenging, not boost per se. Detroit later turbochargers their engines for more power (6v51T), these force air into the inlet of the supercharger.
Just for clarification; the 51 series Detroits weren't made in a vee configuration.
I believe you meant to say 6v53 & 6v53T.
Wiki says that only inline 2 & inline 4 were made in the 51 series but there were also single cylinder 51's made as well. Way to go wiki!
[/quote]
You got it, 53 not 51.......
10-15-2013, 06:38 AM
#24
When I'm in the workshop I will look at serial numbers as I'm just speculating right now!
Although mine has a mechanical govener on it which I don't see on many online? Not sure if that helps to determine? Or do most just get taken off??
Have spent the morning looking at these online. You can tell the differace between the v and non v fairly easily as the mounting or base plate is different I don't think it's the 53 as that looks a bit small compared.
When I'm in the workshop I will look at serial numbers as I'm just speculating right now!
Although mine has a mechanical govener on it which I don't see on many online? Not sure if that helps to determine? Or do most just get taken off??
10-15-2013, 08:22 AM
#25
'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
I think the mechanical governor your seeing is either the blower bypass valve or the emergency air shutoff
'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
10-15-2013, 11:25 AM
#27
(10-15-2013, 08:56 AM)hansendk It looks more like a 8V71 blower and its the governor for engine speed that's on it.
there is no bypass valve a 2 stroke diesel will not run without the blower turning.
we have on in the shop so I can compare tomorrow at work
I could be wrong, but fairly sure it came off a v6.??
(10-15-2013, 08:56 AM)hansendk It looks more like a 8V71 blower and its the governor for engine speed that's on it.
there is no bypass valve a 2 stroke diesel will not run without the blower turning.
we have on in the shop so I can compare tomorrow at work
I could be wrong, but fairly sure it came off a v6.??
10-16-2013, 01:09 AM
#29
(10-15-2013, 07:43 PM)hansendk i just messured the rotors on the dismantled blower from the 8V71 we have here at work and they are 16 inch long
your blower can be from a 6V engine Detroit might use the same blower on both 6V and 8V
That sounds about right! Thanks for doing that, I will measure mine when I get a chance.
If it is a 6v71 or 8v71 do you think it would be suitable for running on a om605/6 engine? For around 300 hp?
(10-15-2013, 07:43 PM)hansendk i just messured the rotors on the dismantled blower from the 8V71 we have here at work and they are 16 inch long
your blower can be from a 6V engine Detroit might use the same blower on both 6V and 8V
That sounds about right! Thanks for doing that, I will measure mine when I get a chance.
If it is a 6v71 or 8v71 do you think it would be suitable for running on a om605/6 engine? For around 300 hp?
10-16-2013, 07:44 AM
#30
1. 2 times oil pressure 1 in each end of the blower, 4 times oil return 2 in each end.
2. there is no pulley you have to fabricate bearing and pulley holder
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm, but can be regulated with pulley size or maybe a waste gate
remember max rpm on the Detroit is around 2500, the best was to know how much air it moves pr. rpm and the max rpm its designed for.
4. its heavy needs a very solid base to mount it on last thing is space if you don't do as Mantahead
everything is possible but you need good fabricating skills and be prepared for some problems but who knows it might be a super engine in the end or a blown engine, but anyway that why we play with engines
I am lucky its both my hobby and my work.
Hansen
I see these problems
1. 2 times oil pressure 1 in each end of the blower, 4 times oil return 2 in each end.
2. there is no pulley you have to fabricate bearing and pulley holder
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm, but can be regulated with pulley size or maybe a waste gate
remember max rpm on the Detroit is around 2500, the best was to know how much air it moves pr. rpm and the max rpm its designed for.
4. its heavy needs a very solid base to mount it on last thing is space if you don't do as Mantahead
everything is possible but you need good fabricating skills and be prepared for some problems but who knows it might be a super engine in the end or a blown engine, but anyway that why we play with engines
I am lucky its both my hobby and my work.
Hansen
10-16-2013, 07:56 AM
#31
(10-16-2013, 07:44 AM)hansendk I see these problems
1. 2 times oil pressure 1 in each end of the blower, 4 times oil return 2 in each end.
2. there is no pulley you have to fabricate bearing and pulley holder
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm, but can be regulated with pulley size or maybe a waste gate
remember max rpm on the Detroit is around 2500, the best was to know how much air it moves pr. rpm and the max rpm its designed for.
4. its heavy needs a very solid base to mount it on last thing is space if you don't do as Mantahead
everything is possible but you need good fabricating skills and be prepared for some problems but who knows it might be a super engine in the end or a blown engine, but anyway that why we play with engines
I am lucky its both my hobby and my work.
Hansen
Hansen, thank you for your reply.
Fabrication of a pully etc is not a problem. Neither is a mount. After all if there is no turbo taking up space I should be able to do that.
If I can look at a compressor map I guess I can work out how much to gear it down.
It's better to gear it down than up I guess? Or find a way of regulating boost?
It might be more hassle than its worth but would be fun to give it ago! Plus I like the noise of chargers!!
The oil issue can be worked out somehow, just depends what pressure it needs?
This post was last modified: 10-16-2013, 07:58 AM by Booster.
(10-16-2013, 07:44 AM)hansendk I see these problems
1. 2 times oil pressure 1 in each end of the blower, 4 times oil return 2 in each end.
2. there is no pulley you have to fabricate bearing and pulley holder
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm, but can be regulated with pulley size or maybe a waste gate
remember max rpm on the Detroit is around 2500, the best was to know how much air it moves pr. rpm and the max rpm its designed for.
4. its heavy needs a very solid base to mount it on last thing is space if you don't do as Mantahead
everything is possible but you need good fabricating skills and be prepared for some problems but who knows it might be a super engine in the end or a blown engine, but anyway that why we play with engines
I am lucky its both my hobby and my work.
Hansen
Hansen, thank you for your reply.
Fabrication of a pully etc is not a problem. Neither is a mount. After all if there is no turbo taking up space I should be able to do that.
If I can look at a compressor map I guess I can work out how much to gear it down.
It's better to gear it down than up I guess? Or find a way of regulating boost?
It might be more hassle than its worth but would be fun to give it ago! Plus I like the noise of chargers!!
The oil issue can be worked out somehow, just depends what pressure it needs?
10-16-2013, 02:27 PM
#32
(10-16-2013, 07:44 AM)hansendk I see these problems
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm
Hansen
The problem i see here is just wheelspin when you floor it at idle
This post was last modified: 10-16-2013, 02:27 PM by EDH_Performance.
EDH_Performance
10-16-2013, 02:27 PM #32(10-16-2013, 07:44 AM)hansendk I see these problems
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm
Hansen
The problem i see here is just wheelspin when you floor it at idle
10-16-2013, 03:24 PM
#33
(10-16-2013, 02:27 PM)EDH_Performance(10-16-2013, 07:44 AM)hansendk I see these problems
3. its moves to much air means you might have 15 psi at 1000 rpm which is to much at that rpm
Hansen
The problem i see here is just wheelspin when you floor it at idle
Problem? That's a problem ? Haha
10-17-2013, 10:01 AM
#35
This post was last modified: 10-17-2013, 10:05 AM by willbhere4u.
Attached Files
Image(s)1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
willbhere4u
10-17-2013, 10:01 AM #35
Attached Files
Image(s)1987 300SDL 6spd manual om606.962 swap project
1985 300td euro 5spd wagon running
10-17-2013, 11:20 AM
#36
Blower has cleaned up really well, rotors are in ok shape. More than good enough to make good boost.
The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?
Ok, I have been at the workshop today.
Blower has cleaned up really well, rotors are in ok shape. More than good enough to make good boost.
The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?
10-17-2013, 07:32 PM
#37
(10-17-2013, 11:20 AM)Booster The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?I'd bet that's the build date.
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
(10-17-2013, 11:20 AM)Booster The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?I'd bet that's the build date.
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
10-18-2013, 02:00 AM
#38
(10-17-2013, 07:32 PM)CRD4x4(10-17-2013, 11:20 AM)Booster The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?I'd bet that's the build date.
Didn't find any other serial numbers ?
10-18-2013, 08:42 AM
#39
(10-18-2013, 02:00 AM)Booster(10-17-2013, 07:32 PM)CRD4x4(10-17-2013, 11:20 AM)Booster The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?I'd bet that's the build date.
Didn't find any other serial numbers ?
Then its probably going to come down to detailed measurements and more info from the previous owner. Some good old sleuthing!
Don't give up!
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
(10-18-2013, 02:00 AM)Booster(10-17-2013, 07:32 PM)CRD4x4(10-17-2013, 11:20 AM)Booster The ID plate on the blower says its a 6-81 , I can't find anything online about that? As if it don't exist? Anyone shed light on this?I'd bet that's the build date.
Didn't find any other serial numbers ?
Then its probably going to come down to detailed measurements and more info from the previous owner. Some good old sleuthing!
Don't give up!
'05 Jeep Liberty CRD - 160k
'06.5 VW Jetta TDI - 230k
'82 MB 300TD - 116k (motor going to raysorenson)
'81 MB 300TD - 195k (parting out)
'71 Jeep DJ5 - diesel conversion project
10-18-2013, 10:05 AM
#40
(10-18-2013, 08:42 AM)CRD4x4(10-18-2013, 02:00 AM)Booster(10-17-2013, 07:32 PM)CRD4x4 I'd bet that's the build date.
Didn't find any other serial numbers ?
Then its probably going to come down to detailed measurements and more info from the previous owner. Some good old sleuthing!
Don't give up!
Previous owner is not able to provide any more info, as he is un-technical .
The rotors are roughly 16" long.
From looking around the internet it looks to be a 6-71.
I won't give up, just going to take a while to do it!
Funds for a big pump are low!!
Regards
(10-18-2013, 08:42 AM)CRD4x4(10-18-2013, 02:00 AM)Booster(10-17-2013, 07:32 PM)CRD4x4 I'd bet that's the build date.
Didn't find any other serial numbers ?
Then its probably going to come down to detailed measurements and more info from the previous owner. Some good old sleuthing!
Don't give up!
Previous owner is not able to provide any more info, as he is un-technical .
The rotors are roughly 16" long.
From looking around the internet it looks to be a 6-71.
I won't give up, just going to take a while to do it!
Funds for a big pump are low!!
Regards
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