OM 605.960 2,5 L 5 Zylinder Turbo 20 Ventiler marinesieren | Posts 16+

Hello Rodion.
I also think that the 602.962 is the easiest to find and modify.
If the original turbocharger is no longer the best option, which one would you recommend? Ideally, one that is also cooled by both oil and water.
What changes should I make to the fuel injection pump then?
If I use the original turbocharger, what changes or adjustments to the fuel pump do you think I should make?
Can you imagine what modifications this company makes to the original fuel injection pump so that everything operates mechanically without vacuum?
I also think that the 602.962 is the easiest to find and modify.
If the original turbocharger is no longer the best option, which one would you recommend? Ideally, one that is also cooled by both oil and water.
What changes should I make to the fuel injection pump then?
If I'm using the original turbocharger, what changes or adjustments to the fuel pump do you think I should make?
Can you imagine what modifications this company makes to the original fuel injection pump so that everything operates mechanically without vacuum?
My English isn't very good, otherwise I would ask questions on the Finnish forum myself.
I think 150 horsepower should be sufficient, but with minimal thermal stress.
It's better to make a few changes now than to have to remodel later.
Should this amount of liquid fertilizer be sufficient?

Jens 16syncro wrote:

Hi Wolfgang, Liquid-cooled engines are standard in the Audi A8 V6 TDI (expensive), or were even available as early as the 1990s in the Peugeot. Data on liquid-filled components in the French market: Valeo 816790. This part was originally installed in the Citroen XM 2.2TD, Peugeot 405 2.2TD, and 605 2.5TD models. It costs approximately €300 to €350 new. Dimensions: 407 x 227 x 105 mm. This cooler is quite commonly used by T3 drivers who are converting to TDI engines, but "only" with 4-cylinder TDIs. However, for seawater cooling, this intercooler should also be suitable for 5-cylinder engines, as it was originally designed for a 2.5TD engine.

Hello,

So, for example, the smallest water-cooled turbocharger would be the Garrett GT25.
It's ball-bearing mounted and water-cooled! So it's a pretty good piece of equipment.
It's suitable for engines up to 250 horsepower. You might experience a slight turbo lag, but that's probably less noticeable in the water than on the road.

Intercooler... Why don't you build one yourself? You make almost everything yourself .
Encapsulate a standard, large intercooler within a housing that is cooled by seawater flow.

'As for the fuel injection pump adjustment, Tagessuppe already explained it in more detail above.'
If you can save up another €800, you can send your pump to Finland and have it modified there.
Then you can install larger displacement pistons and safely increase the power output further.
200 horsepower would be nice again for cruising.

Best regards, Rodion.

Thank you, Rodion.

rodNeX wrote:

Intercooler... Why don't you build one yourself? You make almost everything yourself . Encapsulate a standard, large intercooler within a housing that is cooled by seawater flow. Best regards, Rodion

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Rodion,
I've also considered that. However, I'm worried that the saltwater might corrode the lithium-ion battery, and a short circuit is not something you want, as it could ruin the motor.
Therefore, the question is whether you mean that the Valeo 816790 is sufficient?

Hi Wolfgang,

Unfortunately, I cannot answer that question because I am not familiar with Valeo.
You're absolutely right. Aluminum and seawater don't mix well.
But I assume that the Valeo one is also made of aluminum...
Therefore, it might be a good idea to also implement a dual-loop cooling system for the liquid cooler.
Charge air -> Coolant -> Seawater.

Best regards, Rodion.

Great, but I can't achieve 150 horsepower with a vacuum cleaner that doesn't weigh too much, and I need that power.
What kind of boat do you have?
At www.APTE-Hamburg.de, you can find seawater-resistant LED lighting fixtures for approximately 600 euros.

You really can't avoid getting a turbodiesel.

I've uploaded some pictures of my exhaust system to my website.
http://home.arcor.de/duwbiedermann/Dieselumruest/Abgasanlage/OM_601_Abgasanlage.htm

rodNeX wrote:

We have a 36-foot Taiwanese trawler. There is enough space for the engine . But you really can't avoid getting a turbodiesel.

Oh, you can definitely work on the engine while standing up and don't need to be a contortionist .

No, that's unfortunately not the case. That's quite tight/short.
There are two tanks next to each other, and the height is just under 80 cm.
But the engine is also a real powerhouse.

We once looked at a SeaLine from the 1980s, and it had two engines.
and you could actually work while standing up there, and easily walk around the engines.

Irrelevant thoughts??????????????????
I have to buy LLK and Turbo anyway.
Could I install a turbocharger with an external wastegate on my OM 601 for testing purposes?
Then I could finally search for a good OM 602.962 engine without any distractions.
It would have had a bit more power during that time.
"I'm having a problem with the smallest A0 screw on the 290 Volvo drive; I can't get it to exceed 2600 RPM."
Would that work, or could I damage my engine by overloading it?

Hello,

Well, those might not be such bad ideas after all.
But piston crown cooling and sodium-filled valves would be essential.
Hmm... and you're also missing the ALDA, right?

Here are some other things that come to mind:
Perhaps we could use the 2.3-liter turbocharged diesel engine (OM601) from a Vito?
It comes standard with 98 horsepower, but already has a 6mm plunger in the fuel pump.
You can also get around 150 horsepower out of it.

Or alternatively:
Take the 2.9-liter, 95 hp pre-chamber diesel engine from the old Bremen x10d.
It is supposedly also supposed to have a piston bottom cooling system.
Then put a cylinder head from the turbodiesel on it, and you'll have your 290TD (OM602.XXX ).
And you also have a lot of torque...

Best regards, Rodion.

rodNeX wrote:

Hello, Well, those might not be such bad ideas after all. But piston crown cooling and sodium-filled valves would be essential. Hmm... and you're also missing the ALDA, right? Best regards, Rodion

.
How can I find out if mine is a 601?
And a dumb question, what is ALDA?

rodNeX wrote:

Or alternatively: Take the 2.9-liter, 95 hp pre-chamber diesel engine from the old Bremen x10d. It is supposedly also supposed to have a piston bottom cooling system. Then put a cylinder head from the turbodiesel on it, and you'll have your 290TD (OM602.XXX ). And you also have a lot of torque... Best regards, Rodion

.
Is this the OM 902.900 industrial engine?
"Or what about the old Bremen x10d?"

Hi,

Bremer is the predecessor of the Sprinter.
http://www.autoteile-blinker.de/images/MERCEDES%20207D-307D-407D%20178-0489%20209D-309D-409D%20182-0489.jpg


ALDA is a boost pressure increase that occurs above a certain threshold.

Standard passenger cars did not have piston skirt cooling.

Best regards, Rodion.

Hi,

The following engines are included:

OM602.940, 95 horsepower.
OM602.942, 98 horsepower.

And these bus engines have additional cylinder base cooling and an oil cooler.

Best regards, Rodion.