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Old 03-04-2009, 10:06 AM   #1
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Modded OM642 Diesel on the dyno

Enjoy!


Click the image to open in full size.
Estimated Engine Power: 260-290hp and 490-510ft/lbs

heres a link to the video
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Old 03-05-2009, 08:23 AM   #2
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It could get much better power if you get rid of the stock mini-turbo.
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Old 03-05-2009, 08:13 PM   #3
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Originally Posted by 240D 3.0T View Post
It could get much better power if you get rid of the stock mini-turbo.
This is already mega power for an SUV. What would a "big" turbo do?
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Old 03-05-2009, 10:22 PM   #4
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Likely increase power, decrease exhaust gas temperatures, and increase turbo lag.
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Old 03-06-2009, 07:44 AM   #5
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Quote:
Originally Posted by harkgar View Post
This is already mega power for an SUV.
Mega power? No, The Kicherer modified ML420 CDI is mega power. 360hp, 663lb/ft torque.
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Old 03-06-2009, 09:27 PM   #6
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Quote:
Originally Posted by 240D 3.0T View Post
It could get much better power if you get rid of the stock mini-turbo.
That's funny, I remember asking that very question in this thread.

I would gladly replace the stock snail with one that packs more CFM... If anyone has the knowledge, please advise.

I've debated sending the CP3 and injectors off for some modding.

Personally, from a 215hp and 376tq rating at stock I'm happy with these numbers for now.

Quote:
Originally Posted by stickygreen
Likely increase power, decrease exhaust gas temperatures, and increase turbo lag.
I'm with you 100%. The EGTs are quite high in stock trim. The pistons are oil cooled, but I still cringe at routine 1100 degree temperatures. Turbo lag is easily combated with a little more fuel, timing and of course VGT.


-Rob
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Old 03-06-2009, 11:03 PM   #7
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Could be wrong, but I doubt there is a readymade "bigger" turbo out there that would work with all the electronics of the vehicle. However, I see no reason you couldn't send your turbo to have some tweaks...maybe a bigger compressor wheel and have the turbine housing coated. If you haven't done so already, opening up the exhaust downstream of the turbo should help a bit with EGT's.
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Old 03-07-2009, 04:51 AM   #8
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Quote:
but I still cringe at routine 1100 degree temperatures.
The engine is doing that to keep the DPF clean. Get rid of the filter, cats, EGR, get a tuner to program their functions out and EGTs should go down considerably and economy will be much better.

The turbo is a GT2056V, already very small for stock power. Fitting a different turbo would need at the least a custom pipe to adapt the y-pipe to the turbo inlet. The GT2359V from an E320 CDI or GT2559V from the C30 CDI AMG would be a very nice upgrade.
Attached Thumbnails
Modded OM642 Diesel on the dyno-7d82_1.jpg   Modded OM642 Diesel on the dyno-80a0_1.jpg  

Last edited by 240D 3.0T; 03-07-2009 at 04:56 AM.
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Old 03-07-2009, 05:32 PM   #9
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Originally Posted by 240D 3.0T View Post
The engine is doing that to keep the DPF clean. Get rid of the filter, cats, EGR, get a tuner to program their functions out and EGTs should go down considerably and economy will be much better.

The turbo is a GT2056V, already very small for stock power. Fitting a different turbo would need at the least a custom pipe to adapt the y-pipe to the turbo inlet. The GT2359V from an E320 CDI or GT2559V from the C30 CDI AMG would be a very nice upgrade.
EGT in newer MB V-6 diesels is one thing very seldom mentioned here and it should be mentioned much more often. A lot of friends here heaped praise on the benefits of the newer DPF without saying anything about the reduced fuel economy and the problems down the road.

It is fair to say that the less junk the EPA mandated the easier it is for diesel users to comly (cheaper and easier to maintain diesel cars). Probably the one and only exception is the common rail diesel that sneaked through (read 2005-2006 CDi). Mercedes was readying the high pressure injection for stricter EPA and California laws before they came into being. The much lamented result (by the Naderites) is an engine with higher horsepower without the junk.

This, my friends, is the reason I chose the CDi and not the Bluetec - this is a car with the power but not the junk of the latter. See where my right middle finger is Ralph?
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Old 03-08-2009, 01:30 PM   #10
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Quote:
Originally Posted by 240D 3.0T View Post
The engine is doing that to keep the DPF clean. Get rid of the filter, cats, EGR, get a tuner to program their functions out and EGTs should go down considerably and economy will be much better.

The turbo is a GT2056V, already very small for stock power. Fitting a different turbo would need at the least a custom pipe to adapt the y-pipe to the turbo inlet. The GT2359V from an E320 CDI or GT2559V from the C30 CDI AMG would be a very nice upgrade.
Those are some interesting choices. I have long since gutted the DPF. If my engine fits the full model spec the CAT behind the turbo and downstream are still intact.

There's no resonator on the exhaust now either. I am very interested in modifying the ECU parameters, altough I've not found anyone willing and in possesion of an engineer-mode StarScan.

I suspect there would be a satisfying drop in EGTs with a better breathing turbo onboard.

-One last question: Do neither of the turbos mentioned above mount in the engine valley as does the 2056V? I'm curious as to how much pipe fabrication would be needed.

Quote:
Originally Posted by harkgar View Post
EGT in newer MB V-6 diesels is one thing very seldom mentioned here and it should be mentioned much more often. A lot of friends here heaped praise on the benefits of the newer DPF without saying anything about the reduced fuel economy and the problems down the road.
Don't I know it. In stock form, raising temperatures of 1420-F isn't very hard at all. REGEN is the worst: In mid-stride on a flat, level road 1300-1400 is quite easy to attain.

Last edited by Rob CL; 03-08-2009 at 01:33 PM.
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Old 03-08-2009, 10:34 PM   #11
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-One last question: Do neither of the turbos mentioned above mount in the engine valley as does the 2056V?
No, both those engines are inline engines. The 3.0L is the first V-design diesel mercedes has made with a single turbo. The 4.0L V8 uses two turbos on the outside of the engine.

Fabrication would involve making a J-pipe from the up-pipes to the turbine flange and a base to mount the turbo.

Without the DPF, that cat is likely just getting plugged with soot.
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Old 03-09-2009, 07:14 PM   #12
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Rob,

Good stuff man!!! I have a 2001 Wrangler as well, and I am very familiar with the enthusiasm of Jeep owners to make improvements on their vehicles.

Can you make a list of all of the mods you have done so far? I think I have seen most of them in various posts, but not all in one place...
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Old 03-11-2009, 11:29 AM   #13
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Quote:
Originally Posted by 240D 3.0T View Post
No, both those engines are inline engines. The 3.0L is the first V-design diesel mercedes has made with a single turbo. The 4.0L V8 uses two turbos on the outside of the engine.

Fabrication would involve making a J-pipe from the up-pipes to the turbine flange and a base to mount the turbo.

Without the DPF, that cat is likely just getting plugged with soot.
I don't see how this is possible, the DPF is located after both CATs and before the end resonator. This may be different on an actual MB body however.

Quote:
Originally Posted by Danno4x4 View Post
Rob,

Good stuff man!!! I have a 2001 Wrangler as well, and I am very familiar with the enthusiasm of Jeep owners to make improvements on their vehicles.

Can you make a list of all of the mods you have done so far? I think I have seen most of them in various posts, but not all in one place...
Sure!

Code:
AEM Dryflow, Relocated Baro Sensor, TDC Powerbox CR+ (B), Hawkeye EGT, GReddy Catch-can, DashHawk v2.0 (BETA 9), Boost Silencer/DPF/Resonator Delete
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Old 03-28-2009, 12:01 AM   #14
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Angry

Hey Rob
How much power you want to gain? Did you ask yourself.....
Here is some reading:

Things you need to estimate:

Engine Volumetric Efficiency. Typical numbers for peak Volumetric
Efficiency (VE) range in the 95%-99% for modern 4-valve heads, to
88%-95% for 2-valve designs. If you have a torque curve for your
engine, you can use this to estimate VE at various engine speeds.
On a well-tuned engine, the VE will peak at the torque peak, and
this number can be used to scale the VE at other engine speeds.
A 4-valve engine will typically have higher VE over more of its rev
range than a 2-valve engine.
Intake Manifold Temperature. Compressors with higher efficiency
give lower manifold temperatures. Manifold temperatures of
intercooled setups are typically 100 - 130 degrees F, while nonintercooled
values can reach from 175-300 degrees F.
Brake Specific Fuel Consumption (BSFC). BSFC describes the
fuel flow rate required to generate each horsepower. General
values of BSFC for turbocharged gasoline engines range from 0.50
to 0.60 and higher
. Likewise a typical Brake Specific Fuel
Consumption (BSFC) is in the range of 0.38 for a diesel.Matches
will be calculated with an Air Fuel Ratio (AFR) of 22:1 for low or
no smoke performance.


I have an engine that I would like to make 4
25HP, I want to
choose an air/fuel ratio of 22 and use a BSFC of 0.38.
Where:
Wa=HP*A/F*BSFC/60
Wa= Airflow actual (lb/min)
HP = Horsepower Target (flywheel)
A/F= Air/Fuel Ratio
BSFC= Brake Specific Fuel Consumption = (lb/hp for hour ) 60 (to convert from hours to minutes) of air.
Wa=425*22*0.38/60=59.2 lb/min
So you will need to choose a compressor that has a capability

of at least 59.2 pounds per minute of airflow capacity. Next, how much boost pressure will be needed?Calculate the manifold pressure required to meet the horsepower target.
Where:
MAPreq=Wa*R*(460+Tm)/VE*N/2*Vd


MAPreq = Manifold Absolute Pressure (psia) required to meet the horsepower target
Wa = Airflowactual (lb/min)
R = Gas Constant = 639.6
Tm = Intake Manifold Temperature (degrees F)
VE = Volumetric Efficiency
N = Engine speed (RPM)
Vd = engine displacement (Cubic Inches, convert from liters to CI by multiplying by 61, ex. 2.0 liters*61 = 122 CI)
Wa = 59.2 lb/min as previously calculated Tm = 130 degrees F VE = 98% N = your engine RPM for max HP
Vd = your engine liters * 61 = 400 CI
There are some more calc to get the full picture if you are interested.
sorry if the formulas are not visible, but I can send them to you

Last edited by isstay; 03-28-2009 at 12:13 AM. Reason: formulas are not visible
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Old 03-30-2009, 04:42 PM   #15
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Very insightful. I'll print this for reference. Thanks.
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Old 08-06-2009, 01:06 PM   #16
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Mods: Can one of you PLEASE replace the link in my first post with this?

http://www.youtube.com/watch?v=snZY6jzEKek
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Old 01-31-2010, 10:26 AM   #17
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hi Guys, im a newby in here but hopefully some one can help me. I ve just purchased a om642 v6 3.0l for a 4x4 hilux, but i'm goning to **** the turbo off ond put a m90 eaton super charger on it. there are no threads supporting this mod can any on put me in the right direction, any help would be appricated. once completed i'll throw up photos and hp ratings and answer any questions how I did it. What I want is so one who has done this and learnt by his mistakes so i dont do the same. regards kim
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Old 02-01-2010, 03:10 AM   #18
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M90 is too small. If you're using it to get the engine going off the line, its only gong to be active for the first ~300rpm because the stock VNT spools up to full boost by 1800rpm.
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Old 01-30-2012, 01:07 PM   #19
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Mods: Can one of you PLEASE replace the link in my first post with this?

http://www.youtube.com/watch?v=snZY6jzEKek
Ok correct me if I am wrong, but you have a 3.0l Turbo Diesel Motor in this Cherokee that i watched on YouTube. Correct?

If so what motor? and what did it take? Do you have a build Thread?

I am trying to do the research for a couple of projects.

#1 put a OM642. (if Possible) into a 4x4 Build I want to make it a nice daily driver but looks as well. & or what ever motor might be recommended for this. I am not off roaring it, but will drive it in the winter.

#2 a Trail Build tubular chassi custom 1 off build, I am not sure what motor as of yet, but if I am correct the more torch the better then HP ratio. for this.

Thanks in advance
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Old 02-07-2012, 10:01 AM   #20
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Originally Posted by jstplyn331 View Post
Ok correct me if I am wrong, but you have a 3.0l Turbo Diesel Motor in this Cherokee that i watched on YouTube. Correct?

If so what motor? and what did it take? Do you have a build Thread?

I am trying to do the research for a couple of projects.

#1 put a OM642. (if Possible) into a 4x4 Build I want to make it a nice daily driver but looks as well. & or what ever motor might be recommended for this. I am not off roaring it, but will drive it in the winter.

#2 a Trail Build tubular chassi custom 1 off build, I am not sure what motor as of yet, but if I am correct the more torch the better then HP ratio. for this.

Thanks in advance
You can buy Cherokee w/diesel motor in some states, don't have to build it.
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Old 02-08-2012, 01:28 AM   #21
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Originally Posted by jstplyn331 View Post
Ok correct me if I am wrong, but you have a 3.0l Turbo Diesel Motor in this Cherokee that i watched on YouTube. Correct?

If so what motor? and what did it take? Do you have a build Thread?

I am trying to do the research for a couple of projects.

#1 put a OM642. (if Possible) into a 4x4 Build I want to make it a nice daily driver but looks as well. & or what ever motor might be recommended for this. I am not off roaring it, but will drive it in the winter.

#2 a Trail Build tubular chassi custom 1 off build, I am not sure what motor as of yet, but if I am correct the more torch the better then HP ratio. for this.

Thanks in advance
Import from canada or europe is a possibility to, there are plenty over here
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Old 02-19-2012, 09:43 AM   #22
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Import from canada or europe is a possibility to, there are plenty over here
Not possible into the USA until its 25 years old unless you want to add 50% to the vehicles price to test/convert it to federal limits.
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Old 02-19-2012, 09:43 AM
 
 
 
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300d, brake, consumption, diesel, efficiency, fuel, gl320, mercedes, om642, performance, psi, review, specific, turbo, volumetric



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