GT2256V VNT Turbo on an OM617
Thread Starter
Banned
Joined: Apr 2006
Posts: 1,116
Likes: 5
From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
GT2256V VNT Turbo on an OM617
Pictures-
1: Start of the project. KKK K26 turbo.
2: EGT probe.
3: The stock return tube after it's been cut. The air filter drain hole can be seen behind it.
4: View of the actuator
5: Finished product
Videos: (It sounds much better in person than on my cheapo camera.)
Quick tour around the car. Notice the actuator moving and the intake tube expanding when I revv it.
Some easy driving. Barely 1/3 throttle application.
Full output
Just playing around with it a bit.
Notes-
I cut a bead on the stock intake manifold to keep the tube in place.
The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 3500rpm and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.
I will concede that the GT22V is too small for an OM617. EGT's are still excessive at full load.
My main concern is the high initial exhaust pressures (Pegs my 30psi exhaust gauge). I'm worried that it can float the exhaust valves. I don't know at what psi the exhaust valves will lift off their seats.
1: Start of the project. KKK K26 turbo.
2: EGT probe.
3: The stock return tube after it's been cut. The air filter drain hole can be seen behind it.
4: View of the actuator
5: Finished product
Videos: (It sounds much better in person than on my cheapo camera.)
Quick tour around the car. Notice the actuator moving and the intake tube expanding when I revv it.
Some easy driving. Barely 1/3 throttle application.
Full output
Just playing around with it a bit.
Notes-
I cut a bead on the stock intake manifold to keep the tube in place.
The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 3500rpm and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.
I will concede that the GT22V is too small for an OM617. EGT's are still excessive at full load.
My main concern is the high initial exhaust pressures (Pegs my 30psi exhaust gauge). I'm worried that it can float the exhaust valves. I don't know at what psi the exhaust valves will lift off their seats.
Last edited by 240D 3.0T; Jan 7, 2007 at 09:02 PM.
MBWorld Fanatic!
Joined: Apr 2006
Posts: 1,332
Likes: 4
From: Toronto
2006 E320 CDi, 2008 3/4 Ton Suburban, 2007 "rice rickshaw" Accord 5 speed
whats UR target bhp Mr 240?
Pictures-
1: Start of the project. KKK K26 turbo.
2: EGT probe.
3: The stock return tube after it's been cut. The air filter drain hole can be seen behind it.
4: View of the actuator
5: Finished product
Videos: (It sounds much better in person than on my cheapo camera.)
Quick tour around the car. Notice the actuator moving and the intake tube expanding when I revv it.
Some easy driving. Barely 1/3 throttle application.
Full output
Just playing around with it a bit.
Notes-
I cut a bead on the stock intake manifold to keep the tube in place.
The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 3500rpm and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.
I will concede that the GT22V is too small for an OM617. EGT's are still excessive at full load.
My main concern is the high initial exhaust pressures (Pegs my 30psi exhaust gauge). I'm worried that it can float the exhaust valves. I don't know at what psi the exhaust valves will lift off their seats.
1: Start of the project. KKK K26 turbo.
2: EGT probe.
3: The stock return tube after it's been cut. The air filter drain hole can be seen behind it.
4: View of the actuator
5: Finished product
Videos: (It sounds much better in person than on my cheapo camera.)
Quick tour around the car. Notice the actuator moving and the intake tube expanding when I revv it.
Some easy driving. Barely 1/3 throttle application.
Full output
Just playing around with it a bit.
Notes-
I cut a bead on the stock intake manifold to keep the tube in place.
The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 3500rpm and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.
I will concede that the GT22V is too small for an OM617. EGT's are still excessive at full load.
My main concern is the high initial exhaust pressures (Pegs my 30psi exhaust gauge). I'm worried that it can float the exhaust valves. I don't know at what psi the exhaust valves will lift off their seats.
Lots of photos please to keep us updated. Videos on U-tube? I can only watch it in my office. Something wrong with my home computer. No sound.
MBWorld Fanatic!
Joined: Apr 2006
Posts: 1,332
Likes: 4
From: Toronto
2006 E320 CDi, 2008 3/4 Ton Suburban, 2007 "rice rickshaw" Accord 5 speed
MB needs an engineer like you 240
Pictures-
1: Start of the project. KKK K26 turbo.
2: EGT probe.
3: The stock return tube after it's been cut. The air filter drain hole can be seen behind it.
4: View of the actuator
5: Finished product
Videos: (It sounds much better in person than on my cheapo camera.)
Quick tour around the car. Notice the actuator moving and the intake tube expanding when I revv it.
Some easy driving. Barely 1/3 throttle application.
Full output
Just playing around with it a bit.
Notes-
I cut a bead on the stock intake manifold to keep the tube in place.
The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 3500rpm and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.
I will concede that the GT22V is too small for an OM617. EGT's are still excessive at full load.
My main concern is the high initial exhaust pressures (Pegs my 30psi exhaust gauge). I'm worried that it can float the exhaust valves. I don't know at what psi the exhaust valves will lift off their seats.
1: Start of the project. KKK K26 turbo.
2: EGT probe.
3: The stock return tube after it's been cut. The air filter drain hole can be seen behind it.
4: View of the actuator
5: Finished product
Videos: (It sounds much better in person than on my cheapo camera.)
Quick tour around the car. Notice the actuator moving and the intake tube expanding when I revv it.
Some easy driving. Barely 1/3 throttle application.
Full output
Just playing around with it a bit.
Notes-
I cut a bead on the stock intake manifold to keep the tube in place.
The turbo works great as a warmup exhaust restriction (I can see this becoming a problem in the summer).
There is about 2psi of exhaust pressure and just a *hair* off the peg of boost at idle.
There is almost no boost drop between shifts.
EGT's still run in the same ranges. I can easily pass 1250*f.
Decelerating from highway speeds maintains about 6 psi of boost all the way down to 30mph in 4th gear.
The turbo seems hover in the 10psi boost and 10psi exhaust pressure most of the time I'm moving under load.
Boost stays around 8psi : 10psi cruising the highway between 55-75mph.
Max boost is about 11psi below 3500rpm and peaks at 14psi by 4500rpm.
Exhaust pressure at 14psi boost is 20psi. 5psi less than the KKK K26 turbo.
Exhaust pressure can pass 30psi on a hard takeoff and free (no-load) revving.
I will concede that the GT22V is too small for an OM617. EGT's are still excessive at full load.
My main concern is the high initial exhaust pressures (Pegs my 30psi exhaust gauge). I'm worried that it can float the exhaust valves. I don't know at what psi the exhaust valves will lift off their seats.
Carry on the good work.
Thread Starter
Banned
Joined: Apr 2006
Posts: 1,116
Likes: 5
From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
This new turbo uses vanes in the exhaust to direct all the exhaust through the turbine. It does not have a wastegate like a traditional turbo. It spools up MUCH faster. THIS video for example shows what I am talking about. In the time it takes the stock Garrett T3 or KKK K26 to build boost to 5psi, I'm already at full boost pressure.
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MBWorld Fanatic!
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From: Toronto
2006 E320 CDi, 2008 3/4 Ton Suburban, 2007 "rice rickshaw" Accord 5 speed
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Thread Starter
Banned
Joined: Apr 2006
Posts: 1,116
Likes: 5
From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
0-60mph
Now that YouTube has FINALLY 
got my video active, here it is: http://www.youtube.com/watch?v=uLgEnnQaR54 I do a bit of revving to get the turbo going and I get to 60 at the top of 3rd gear.
Nothing amazing, it's only about 1/2 second better overall. The video I have is 13.6 seconds 0-60 and the best I can get is 13.2seconds. The roads are still cold/wet so I kept spinning the right rear tire every time I tried to do a serious *****-to-the-wall run.
Bandimere Speedway will not be dong it's CSP (Open/Test-N-Tune) races until starting after May-02-2007 (LINK). Sometime after that I'll see about getting an official 1/4mile time slip.
got my video active, here it is: http://www.youtube.com/watch?v=uLgEnnQaR54 I do a bit of revving to get the turbo going and I get to 60 at the top of 3rd gear.Nothing amazing, it's only about 1/2 second better overall. The video I have is 13.6 seconds 0-60 and the best I can get is 13.2seconds. The roads are still cold/wet so I kept spinning the right rear tire every time I tried to do a serious *****-to-the-wall run.
Bandimere Speedway will not be dong it's CSP (Open/Test-N-Tune) races until starting after May-02-2007 (LINK). Sometime after that I'll see about getting an official 1/4mile time slip.
MBWorld Fanatic!
Joined: Apr 2006
Posts: 1,332
Likes: 4
From: Toronto
2006 E320 CDi, 2008 3/4 Ton Suburban, 2007 "rice rickshaw" Accord 5 speed
How important is it to use good oils like your Amsoil if I want to keep a diesel car for 10 years? I read on the "club tdi" site that some people use special 16 wheeler truck oils. Are they any more expensive than synthetics made by Mobil and Castrol?
Thread Starter
Banned
Joined: Apr 2006
Posts: 1,116
Likes: 5
From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
I pay about $27 per gallon for my synthetic oil. Mobil Delvac 1. Amsoil is supplied is base oil by Mobil and they add their own additives to it.
Synthetic oil is FAR superior to dino oil. It will significantly slow the wear in the engine and darn near put a halt to timing chain elongation.
IMHO, if you care about your car, you should be using synthetic.
Synthetic oil is FAR superior to dino oil. It will significantly slow the wear in the engine and darn near put a halt to timing chain elongation.
IMHO, if you care about your car, you should be using synthetic.
MBWorld Fanatic!
Joined: Apr 2006
Posts: 1,332
Likes: 4
From: Toronto
2006 E320 CDi, 2008 3/4 Ton Suburban, 2007 "rice rickshaw" Accord 5 speed
Delvac oil
I pay about $27 per gallon for my synthetic oil. Mobil Delvac 1. Amsoil is supplied is base oil by Mobil and they add their own additives to it.
Synthetic oil is FAR superior to dino oil. It will significantly slow the wear in the engine and darn near put a halt to timing chain elongation.
IMHO, if you care about your car, you should be using synthetic.
Synthetic oil is FAR superior to dino oil. It will significantly slow the wear in the engine and darn near put a halt to timing chain elongation.
IMHO, if you care about your car, you should be using synthetic.
MB recommends synthetic 0W40 for the 2006 CDi but I do not know how much they are in Toronto. Your price is very reasonable. I have read the term Delvac somewhere before. Is it a diesel specific oil made just by Mobil? What is the viscosity designation? What is the advantage using this particular oil in a diesels engine?
Thread Starter
Banned
Joined: Apr 2006
Posts: 1,116
Likes: 5
From: Federal Heights, CO
1982 300D VNT, 1980 240D 3.0T, 1982 300TD
Mobil Delvac 1 is a diesel specific oil made by Mobil.
http://www.mobil.com/USA-English/Lub...ac_1_5W-40.asp
http://www.mobil.com/USA-English/Lub...ac_1_5W-40.asp
