OM 605.960 2,5 L 5 Zylinder Turbo 20 Ventiler marinesieren | Posts 144+

Okay, so I didn't come out of the garage until 11 PM this time.
I've put some pictures on my website showing the construction of the exhaust manifold cooling system.
I used V4A rectangular tubing with dimensions 40x20 mm and flat material with dimensions 40x3 mm.
I welded M6 threaded sleeves onto the manifold.
They are also designed to dissipate heat.
For the bezel, I used a piece of corrugated aluminum.
It could have been 2 cm longer, but it wasn't.
The images on the website are displayed without any captions or descriptions.
Just like that, without any comment.
http://home.arcor.de/duwbiedermann/Dieselumruest/OM_Dieselumruestung/OM_605_960/Turbo/OM_605_960_Kruemmerkuehlung.htm

mserge wrote:

I can only offer you one tip from the automotive industry here: Do not release the turbocharger without any back pressure (boost pressure), as it will over-rev because it won't be braked. In the passenger car sector, even a relatively large leak in the turbocharger's boost pressure system can be life-threatening for the turbocharger. Respekt zu deinem Projekt !!

That's not correct. The turbocharger is slowed down by the impeller.
I have two turbodiesel engines that vent their exhaust directly into the open air through empty exhaust pipes.
There are no issues with fixed chargers.
With his charger without a wastegate, that might already be the case. But not necessarily due to "blowing into the open."

I'd like to provide an update on the current status.
I installed the engine over Easter in temperatures of around 0 degrees Celsius.
The motor's electrical connections are made.
The motor is bolted to the foundation and the transmission housing.
The accelerator and stop cable was connected to the fuel injection pump.
The exhaust pipe was attached to the turbocharger.
The new seawater filter is properly installed; now we need to build the connection to the seawater pump.
Furthermore, the cooling circuit and the intercooler circuit need to be installed.
Images here.
http://home.arcor.de/duwbiedermann/Dieselumruest/OM_Dieselumruestung/OM_605_960/OM_605_960_Motoreinbau/OM_605_960_Motoreinbau.htm
Now come the tasks that can only be adjusted and built while on the boat itself.

Here are 5 new pictures.
http://home.arcor.de/duwbiedermann/Dieselumruest/OM_Dieselumruestung/OM_605_960/OM_605_960_Motoreinbau/OM_605_960_Motoreinbau.htm
The turbocharger is installed and the intercooler system is complete.
A question for the experts: What are the routing paths from the turbocharger to the intercooler (LLK), and from the intercooler to...?
Are the intake manifold runners 1.5 meters long? Does that cause any problems?
Now, the water circulation system for the liquid cooling needs to be built.

Long wiring runs would negatively affect the response time, but that's not really a significant issue with a boat engine anyway.
I would have placed it on or in front of the engine if possible.
I would have also omitted the black plastic on the ventilation cover, as it only serves aesthetic purposes and might reduce space for the coolant reservoir.
Overall, I'm very impressed with the care and attention you put into all the renovations and modifications. I probably wouldn't have had the patience for such a project.

Tagessuppe wrote:

I would have placed it on or in front of the engine if possible. I would have also omitted the black plastic on the ventilation cover, as it only serves aesthetic purposes and might reduce space for the coolant reservoir.

Even without the plastic part, it wouldn't have fit there.
And unfortunately, it's not in front of the engine either.

Respect!
Have you ever calculated how many kilograms of stainless steel tubing you've already installed in the boat?

But to be completely honest, -- and I'm also a bit of a "crazy person" myself -- isn't the effort you put in for those ((180)) horsepower just a little too much?

tdi on water wrote:

Respect! Have you ever calculated how many kilograms of stainless steel tubing you've already installed in the boat? Aber mal ganz ehrlich, -- ich bin ja auch so ein "Verrückter" -- ist der Aufwand den Du für diese ((180)) PS betreibst nicht ein wenig sehr groß ?

Well, everyone is a little crazy. Some people are just a bit more so.
What else can I say about that?

Okay, I just wanted to quickly report on my first test drive.
However, I still have the small screw from the 75 HP engine attached to the drive system.
Values at 2000 revolutions per minute (RPM).
Cooling water, 80 degrees.
Oil temperature: 130 degrees Celsius. The sensor is located on the oil filter.
Boost pressure approximately 0.05 to 0.1 bar.
Speed approximately 12 km/h.
I'm surprised by the high oil temperature!

Now full speed ahead!
The engine is running up to approximately 4000 RPM.
The boost pressure increases to approximately 0.5-0.6 bar.
After about 10 seconds, the engine speed drops to below 2000 RPM.
If I don't ease off the gas now, the engine will stall.
If I reduce the throttle quickly enough so that it runs slightly above idle speed, it recovers. However, it makes noises as if not all cylinders are firing.
Perhaps it's like comparing it to a gasoline engine where the ignition timing is off and it's misfiring.
The Alda sensor is still connected to the naturally aspirated engine and is not connected to the turbocharger's boost pressure.
I would be grateful for any advice.

At the very bottom is a picture of the donor.
http://home.arcor.de/duwbiedermann/Dieselumruest/OM_Dieselumruestung/OM_605_960/Oelkreislauf/OM_605_960_Oelkreislauf.htm
I have another thought about the engine failure.
Does the engine stall because the Alda unit is not increasing the fuel flow sufficiently?

Did you reconnect the serial cooler?
Although, I must say that it's undersized to begin with.
I once had an OM605 engine in a W124.
After a long period of inactivity, the engine often vibrated.
I accidentally discovered the cause when I was disassembling the intake manifold and happened to give it some throttle with my hand on the linkage.
Suddenly, there was a loud noise coming from the intake valves because they were not closing properly .
However, I can't explain what this phenomenon was due to.
Do you have an oil pressure gauge?
Possibly, the oil line from the "new" turbocharger is leaking too much, which would result in insufficient pressure, which wouldn't be good for the piston cooling or the timing chain.
The air-mass damper (ALDA) on the naturally aspirated engine doesn't offer much benefit because it only adjusts the fuel injection based on ambient pressure.
Do you now have the ESP with electronic idle speed control (recognizable by the red plastic cover)?

The series oil cooler is connected.
The oil pressure is approximately 4 bar at 2500 revolutions per minute.
The turbocharger was rebuilt for 500 euros.
No, nothing in the ESP is electronically controlled.

Just a reminder.
It's the ESP (Electric Solenoid Pump) from the OM 605 engine, used as a naturally aspirated diesel.
The Alda is powered by a naturally aspirated diesel engine.
The Alda has a connection for a pressure line.
Did I set that up like that before?
I connected this fitting to the charge pressure circuit.

I installed a water-cooled oil cooler in the turbocharger's oil return line.
There are still a few minor tasks to complete, but the second test drive is scheduled for tomorrow afternoon.

As I said; the ALDA (a great word ) of the naturally aspirated diesel engine has a thinning function.
When driving in the mountains, less fuel is injected due to the thinner air.
The connection goes to the air filter housing and is designed to further reduce fuel injection as the filter becomes more clogged.
In naturally aspirated diesel pumps, the ALDA (Anti-Lubricant Drain Accumulator) is deactivated, and the injection quantity is adjusted to match the level of a turbocharged engine.
ALDA might make sense for private cars in urban traffic.
But with your vaporizer, the one where you only give it full throttle once without any initial pressure.
"Well then, you can finally go faster once you're far enough away from the harbor."
It doesn't matter if a black cloud occasionally comes out from the back.
On the contrary, it helps get the turbo up to speed.
It's possible that your engine problem is related to the hose connection and its effect on boost pressure.

During the initial test drive, I had not connected the ALDA to the boost pressure system.

I would like to provide an update on the current status.
The problem with the oil temperature turned out to be an issue with the sensor and the display. They are not compatible. When the display shows 140 degrees, the actual temperature is around 100 degrees. This still needs to be adjusted.
The problem with the car "Vollgas" turned out to be air in the diesel line.
Air has been sucked into the diesel line.
However, I couldn't find the exact location.
After replacing all the lines from the diesel filter with a water separator, through flow sensors, to the original diesel filter with new conical fittings and O-rings, the problem was resolved. The connections are made for hydraulic applications.

"Okay, just to remind you."
It's the ESP (Electric Solenoid Pump) from the OM 605 engine, used as a naturally aspirated diesel.
The Alda is powered by a naturally aspirated diesel engine.
The Alda has a connection for a pressure line.
Did I set that up like that before?
"I connected this fitting to the charge pressure circuit."

I have two sets of Volvo Penta screws.
One A0 and one B4.
The A0 is the smallest Volvo Penta DuoProp available.
Unfortunately, I don't know which power output it is designed for.
The B4 was equipped with the 205 hp Volvo Penta engine and reached 3800 RPM at full throttle.
With the B4 turbocharger, the OM 605 engine reaches 2500 RPM and produces a lot of black smoke.
Boost pressure approximately 0.2 bar.
With an air intake of A0, the OM 605 engine achieves 3700 revolutions per minute and a boost pressure of approximately 0.5 bar.
Both are without intercoolers. The intercoolers aren't finished yet.
I've also come to another realization: I will be water-cooling the long charge air intake pipe between the turbocharger and the intercooler.

Now, let's move on to another problem that makes it difficult to properly assess the values.

During the displacement hull phase, I expanded my swim platform. It's now approximately 2 meters wide and 1.2 meters deep. Additionally, it was lowered closer to the water, and the added equipment has increased the draft of the boat at the stern.
When full throttle is applied, the bow comes out of the water, pushing the swim platform into the water and further slowing it down.

Actually, I should probably remove the swim platform completely and do another test run.

Da gestern unsere 3,5 Wochen Urlaub zu ende gingen, hatte ich mich letztes Wochenende nach der doch konstanten Probefahrt dazu entschlossen, erst mal mit einem Provisorium ein paar Tage in Berlin mit Boot Urlaub zu machen. Es wurde das größte durcheinander beseitig, die Restlichen abgebauten Teile wieder angebaut und am Dienstagmorgen sind wir nach Berlin Schmöckwitz gestartet und hatten 4 super Tage. LeUnfortunately, we had to return home today because my mother-in-law is turning 75 tomorrow and there's a party planned.

Let's spend a few weekends in Berlin before we move on to the next phase.

Now, my question is:
What else can I do and test at this stage to increase performance and boost pressure?