sounds fun

 

:thumbsup: and please post som photos of the progress
inspiration for you:
YouTube - Mercedes-Benz 190D 300TD 24v "AMG" (Dieselboost) Vid2

 

Turbocharger

Zeitgeist,

Ask for recommendations @ Myna

OR

Holset

 

Modification unknowns:
Oil pan Needs the 603 version swapped over, 'cause the 606 is a different shape. Will also need the oil pump swapped
Oil filter housing Needs the 603 version swapped over, 'cause the oil cooler lines interfere with the cruise actuator
Cruise actuator Needs to be slightly modified 'cause the upper lefthand mount interferes with head
Throttle arrangement still unknown
Engine mounts Needs the 603 versions swapped over
Flex plate Needs the 603 version swapped over
Temp sensor locations I'm just using the 603 coolant temp and Aux. fan sensors
Serpentine belt issues Needs the 603 H2O pump pulley swapped over, 'cause the 606 version is smaller
Wiring (minor) This is an opportunity to clean up the stock wiring and eliminate the un-needed EGR management stuff

Minor update:

I'm most of the way through dismantling the 603 and intend to pull it sometime this week. I certainly won't miss the myriad of leaks from both the engine (front seal, lower IP seal, tandem pump, etc) and transmission. I've secured a ~6k mile rebuilt 722.3 with beefed up internals to sit behind this unit, so the entire drivetrain (short of an LSD upgrade) will be updated and hopefully leak free.

One new unknown regards what to do about the stock 606 turbo. These things are tiny and have a vacuum as opposed boost activated wastegate. The latter issue is relatively easy to rectify, but the small size is problematic, especially if more fuel is added. I'm seriously considering running tandem turbos in series, like this:

For simplicity sake, I'd probably just run with one intercooler. I'm thinking the stock turbo wouldn't have to be disturbed, and the primary unit would sit almost directly above. Not sure what size I'd use, but I think the trickiest part will be to get it to mount up securely, so that the plumbing doesn't bear the full weight of the turbo. I think it's obvious that just fabbing up a custom header with one properly sized turbo would be easier, but that's expensive and not really something I feel that I can do with my rather limited MIG skillz. I'm still working on this, so feel free to jump in and let me know how stoopid this sounds.

I still need to either have my stock IP sent off to Finland for the 7mm elements and external adjuster, or have the 6mm elements from the 606 IP swapped over. I prefer the former, 'cause I really want that external adjustability.

That's all for now.

 

Few days ago I found a moderately priced LSD element for W124:
Elbe Engineering - W124/W201 LSD

Good luck with fitting turbos!

 

Few days ago I found a moderately priced LSD element for W124:
Elbe Engineering - W124/W201 LSD

That spring block is intended to increase the lockup of a limited-slip diff (either LSD or ASD), not convert an open diff into LSD.

I've installed a factory LSD in both my 1987 300D and 1994 E500, and I'll be happy to assist Casey when he's ready to go down that path... it was a fantastic upgrade for my 300D. The E500 already had ASR, so the LSD simply helps for racetrack use (no improvement on the street - ASR already works great on the street).


:thumbsup:

 

And it's out...

 

Nice work! You are not going to throw that away are you Work has got me by the ears but I hope to get get by the shop on my way home today.

 

Hey dude, thanks for the update. Let me know what you find at the shop. I'm getting ready to unload all sorts of OM603 stuff, including two trannies, an updated vacuum pump, modified intake manifold, #22 head (Dave has first dibs), injectors, glow system (relay, wiring and plugs), updated H2O pump housing and newer pump (beefier), etc.

 

You got a spare exhaust manifold?

 

Yes, and the re-clocked K26 turbo that attached to it.

 

Sorry couldn't get over there yesterday and today I have training until 5 PM. Hopefully training will let out early.

I don't need anything right now for the either of the SDLs really. I will eventually but who knows when I can get around to it so I won't go there.

If you have a source for another 606 pump e-mail me please. Not in a hurry on that either though maybe this winter.

 

If you have a source for another 606 pump e-mail me please. Not in a hurry on that either though maybe this winter.

Email on the way...

:thumbsup:

 

Another update

I've stripped down the 603, and have the 606 on the stand. I had previously thought that the 606 engine was just a 603 block with a new head design; wrong. The whole thing is redesigned. The 603 has lots of gussets externally, but the 606 is smooth, with more volume inside the crankcase.

Also, the 606 oil pan has a built-in windage tray riveted to the rear section, while the front section is bolted to the main bearing saddles. I think I'll need to shorten the dipstick tube to clear the 603 pan. I really hope the oil pumps swap over easily. Also, the 606 pan has a drain section in the rear, not found on the 603, so the latter pan will need to find a way to allow drainage in that area, as well.

 

Yikes! Not quite the simple bolt-on we thought it would be, huh. Glad you're taking the time to make sure everything is done right, and documenting the details... this should be very helpful for folks doing the uprgade in the future!

:thumbsup:

 

I was beginning to think that I might be able to get away with running the 606 oil pump, as is...but once I test fit the 603 pan, it became clear that there were some issues. The pickup tube sits right on the bottom of the pan, and it's not bolted up completely. So, I'd really like to use a pump w/70k on it, vs the 603 version that has nearly 240k. I'll try just swapping over the pickup tube, which should allow me the clearance I need, while leaving a tighter tolerance pump in place.

 

The 606 pickup tube appears to be about 13mm longer than the 603.

 

Why is it exactly that You want the 603 pan instead of 606 one? Clearence issues?

 

Yeah, if you look at the engine profile pics above, you'll see a notch in the front of the pan for the swaybar. The 606 pan doesn't have that notch and would hit the swaybar. I suppose it's possible that a 500E (V8) bar could offer clearance here, but I don't want to go backwards in that regard, since I have a larger "limo" version installed right now.

 

What about 6060100313 oil pan from E300 diesel? It is from W124-mounted OM606 engine (NA one). It should be a perfect fit.

What You have must be 6060100513 oil pan from W210.

 

Yes, no doubt that E300 (124) pan would fit, but it also requires a different oil pump -- 6061800201. Since I already have the 603 pan, I decided to use it with some slight modifications to the rear drain area. I also opted to install a brand new 603 oil pump 6031810201.

For folks interested in replicating this swap, a 500E swaybar appears to be the cheapest solution to this problem, since it should accommodate the stock 210 pan.

 

Does the 606 motor mount to your 87's trans?

 

All 60X engines should have the same bellhousing patterns...in fact, the same goes for all the engines found in the 124--correct?

 

AFAIK, yes. The M120 (V12) engine has a different pattern, so unfortunately we can't just bolt in that stronger tranny. But you can use parts from it to beef up your existing 722.3xx unit.

:thumbsup:

 

Done yet

I have another friend with a fabrication shop if you need a bracket made or something like that. That 110v Lincoln is pretty cool though.

 

Nah, I'll install the injection pump and oilpan this weekend. I'm still trying to figure out the best way to make the throttle linkage function properly, since the 606 head interferes with the cruise control actuator.

I'll post up some more pics shortly.

 

Ok, interesting update time:

So, the project is moving along rather nicely now. Early on I settled on shipping my 603 pump off to Finland, and for them to replace the 5.5mm elements with their custom 7mm units. This is both expensive and apparently takes a lot of time, but I was prepared to bite the bullet. But alas, another opportunity arose, so that's the direction I'm heading. A very kind and generous individual stepped up and offered to facilitate the installation of the stock 606 6mm elements into my 603 pump, which theoretically allows me access to the same power output of a "chipped" ECU. The chip just opens the fuel rack to its limit on WOT. I believe the chip manufacturers claim something like 225hp, and that's with the stock wimpy little turbo.

Please don't ask me who did the work, 'cause I can't/won't tell, as I've sworn to keep that detail under wraps. As far as I know, this will be the first time this mod has been attempted here in NA, so there's some interest in seeing how well it works and whether its feasible to do for others in the future.

In the interest of moving forward a little quicker, I've decided to use the stock 606 turbo even with its vacuum actuator. This means I have to convert pressure to vacuum, which requires some electronic intervention [see pic]. I thought I'd outsmarted the device by drilling a hole on the other side of the actuator and applying pressure--it worked! Ha ha, so I went ahead and soldered a port over there...and then realized that the vacuum actuator functions differently than a pressure type. With this one, the wastegate is normally left open, and only closes when there's vacuum applied to the actuator. This is the exact opposite of the actuator on my 603. So, I just need to be sure to have vacuum sent over there and then interrupt that signal when maximum boost is achieved.

FYI: Anyone with an older 60X engine should check the front collar on their IP the next time it's out of the car for whatever reason. [see pic] I found that on two of my pumps that the front seal had become hard and the inner lip had completely disintegrated, leaving chunks of it floating around up there. I'll pull one and see if I can detect some identifying info, so that we can figure out how to source what's obviously not a MB part. Hey, maybe Bosch will sell them independently, but I doubt it.

 

That seal is a MB part not a Bosch part. I will look for it tonight.

 

Really? Well that's pretty cool.