This seems the best place to put these questions as you good people seem to have a lot of knowledge about these engines.
Let me explain, I have a Mercedes 917 AF which is a 9 tonne 4x4 truck converted into what we call a motorhome. It is fitted with the OM366A motor i.e. it is turbo charged but not intercooled. Power output is 170Bhp hence the 917 bit. I'm pretty sure therefore that it has the oil-cooled pistons so is capable of producing more power safely. My problem is that no sooner that the truck sees a hill, down the gears I have to go and before you know it I'm doing 30mph. OK an exaggeration but you get my drift......I need more power and torque.
So far as I can tell the turbo on the 366A is the same as the 366LA. Is this right? Does anyone know whether it is possible to improve the boost on the standard turbo (and if so how) or do I need to get a bigger one? If so what?
The next thing is that the OM366LA is available in a whole raft of different outputs. 170 bhp (no use to me for obvious reasons), 200, 220 and 240 BHP. I know this because Mercedes used to do 1220, 1222 and 1224 trucks all with the 366 LA engine-where 12 is the weight and e.g the 24 is 240BHP. Does anyone know what is the difference between the 200, 220 and 240 Bhp versions of this engine? Is it simply Intercooler size or are the injector pumps different or simply set up to deliver more fuel? I can't imagine its the latter though.
Basically what I need to know is what do I have to do to produce 240BHP out of my engine? Even 220 would be nice.....!
I'm pretty sure the intercoolers are identical for all of the LA engines, no matter the horsepower. I might suggest contacting a knowledgeable UNIMOG
dealer in Germany, like MEREX or SCHUESSLER, or a UNIMOG specialist
like HELLGETH . They'll know the correct answer to your questions.
Atkinson Vos or Price in England will also be able to help, I'm guessing.
Vehicle: mogless, except for my friends MB4-94. And a bunch of other diesel junk.
Location: Phila, pa
Welcome! The 366 is a 'relatively' new engine compared to the beaters that the majority of this forum wrench on. Merzbenz here I'm sure has some knowledge of it. There are a number of people in southern California that have nice SBU/ MBU mogs (with OM366) that could help you, for some reason they've not adopted this forum and stick to the email list. I can't figure out why. On your engine, if there aren't internal differences (366A vs 366LA), then it's ip pump, turbo, intercooler, and/or timing. EGT gauge would be my first thing, and then turn up the fuel and timing. How many hours on the engine? Rebuilt injectors can make a big difference as well.
71 416Mog with HT11a, 92 fj80 (going soon), 98 12 valve Dodge 2500 (new 4" exhaust), 57 VW Beetle coming along, new 85 300tdt for dad, 84 300td STOLEN!
The differences are:
- Intercooler (Same for all LA models ALTHOUG different between a Unimog, a bus and the different truck variations. They are much larger in buses and trucks than in Unimogs)
- Injection pump. The only difference amoung those horsepowers is the fuel deivery setting.
- Injectors. They are all different. The differences are the number of holes, there diameter and the angle at which they spray fuel.
In practice you can just adjust fuel delivery and add an intercooler.
Thanks guys. Very helpful. Now all I've got to do is find an intercooler and a new inlet manifold. Don't suppose anyone UK-based knows where to look for used parts as I guess a new intercooler will cost a not very small fortune? I don't suppose that anyone with an EPC can give me the part numbers by the way? The computer on which I had mine has died and my attempts to put the DVDs on my new computer were disasterous.
Being a truck, I have no idea of the hours but the engine's original (1992) and it's done 175K KM-110K miles. Apart from rebuilding the Injection pump and replacing/rebuilding the injectors I've not had to touch the engine. I spent 3 months travelling round West Africa in it including driving many KM over sand in the Sahara and in all that time all I had to do is put in less than a pint of oil!
you may also be able to just tune your om366a to 190 hp version.
regarding the diffrences between the la motors, as far as i know its just injection timing. the bigger diffrence is between euro I and euro II motors. euro II motors have higher commpresion and higher injection pressure. they offer the same horsepower ratings but have a better torqe curve.
Euro II needs the high compression and better atomization to meet emission requirements. Mind you if you are not subject to such stringent testing do to chassis date, the higher compression & better misting can be combined with higher delivery rates and altered timing to produce a lot of power.
Adding the intercooler will help manage higher turbo waste heat. Beefing up the oil cooler will also help. Cooler air charge means more power and less decline in road speed.
I'd call you're preferred MB Diesel parts source of choice and see what can be combined to build the power you need in the range you require. I'd call Hellgeth or Merex and tell them you want MAXIMUM area under the curve, no no kind sir I mean MAXIMUM!.
-= Francis =-
These, in the day when heaven was falling, The hour when earth's foundations fled, Followed their mercenary calling, And took their wages, and are dead.
Their shoulders held the sky suspended; They stood, and earth's foundations stay; What God abandoned, these defended, And saved the sum of things for pay.
How does one identify euro I from ll engines? Is a different fuel pump that delivers the extra preasure or is it an adjustment on the pump? What are the relative compression ratios of the two engines. Is it different pistons that deliver the increased cp?
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