OM 605.960 2,5 L 5 Zylinder Turbo 20 Ventiler marinesieren | Posts 176+

I was actually looking for a different turbocharger.
And that's the one he chose.
[Edit Admin, Chingchangbilliglink]
I will test it at the end of August or early September.
With a few other modifications to the cooling system.

Hmm... I wonder if that's really the best option for your ship's diesel engine?
I would suggest increasing the fuel injection amount further, if I were you.
More fuel injection equals, in your case, more boost pressure.
Furthermore, I would like to try running the engine with the uncooled exhaust manifold.
Because the intercooler reduces boost pressure.
Generally speaking, if everything is well-coordinated, I think the old turbocharger would have been a better choice.
Furthermore, with your new turbocharger, only the area around the shaft is water-cooled, which doesn't provide any overall cooling benefits in the engine compartment.

This turbocharger is a replica (simply put: a fake). You won't have much fun with it. Have fun with it!

Tagessuppe wrote:

..., I think that the old turbocharger would have been a better choice.

Hello Tagessuppe,
The water-cooled turbocharger currently installed by Wolfgang is not comparable to a turbocharger from a modern diesel car. This turbocharger (KKK26, used in VOLVO PENTA marine diesels, among others) has no control system and is designed so that it never produces excessive boost pressure, even at full throttle. However, I have already said quite a bit about the topic of the water-cooled KKK26 turbocharger.
Wolfgang and I had discussed this topic (specifically turbocharger boost pressure) in detail.
However, I was also somewhat surprised that Wolfgang has now acquired a turbocharger.

tdi on water wrote:

Hello Tagessuppe, The water-cooled turbocharger that Wolfgang has installed at the moment is not comparable to a turbocharger from a modern diesel passenger car.

I understand that already. I was against the loader from the beginning.
But in my statement, I was referring to the choice between an old turbocharger and a new gasoline-powered China turbocharger .

Is there any news about the ship's diesel engine?

Yes and no.
I installed a solar thermal system on my roof last fall. I did everything myself.
It took me much more time than planned.
As a result, the boat fell slightly behind again.
I just managed to get everything winter-ready right before the frost arrived.
Turbocharger, exhaust system, intercooler, plate heat exchanger.
Pulley from the seawater pump, external oil cooler, and starter motor removed.
The oil cooler, which is located between the ESP (Electronic Stability Program) and the starter motor, still needs to be removed.
This should be replaced with an external oil cooler that is cooled by seawater.
The 150 mm pulley of the seawater pump is to be replaced with one that is approximately 230 mm in diameter.
The pulley needs to be replaced to adjust the speed of the seawater pump.
Maintain a speed of 3000 revolutions per minute.
However, I haven't found a suitable V-ribbed pulley with that diameter yet.
Does anyone have any idea where something like this might be used or installed?
It will probably be one that's located on the crankshaft.
The plate heat exchanger is to be replaced with a shell and tube heat exchanger.
The LLK (likely referring to a specific component) should also be replaced with a seawater-resistant version that allows direct water flow through it.
A new adapter for the turbo needs to be built. I still have one used one.
I bought a turbocharger from a C220 CDI. I intended to install it.
Can you replace the bearings and seals on the turbo yourself, and where can you buy them?
Okay, so these are the tasks until early May. Then we're supposed to go to Croatia.

wrote:

The oil cooler should be replaced with an external oil cooler that is seawater-cooled. The 150 mm pulley on the seawater pump should be replaced with... to maintain the speed at... below 3000 revolutions per minute. The plate heat exchanger is to be replaced with a shell and tube heat exchanger. The LLK (likely referring to a specific component) should also be replaced with a seawater-resistant version that allows direct water flow through it. A new adapter for the turbo needs to be built. I also bought a used one from a 220 CDI.

I don't believe it. Welcome to the club.
So, it's the same principle as I successfully implemented before (as we already discussed in detail over the phone).

Have you gathered all the necessary parts yet?

wrote:

Can you replace the bearings and seals on the turbo yourself, and where can you buy them?

The bearing is often a plain bearing, and it's the only seal that can be easily replaced without major issues.
It's actually just the sealant around the compressor housing (O-ring) and the seal on the oil return line.
A professional or expert needs to get involved here.
It depends on which option is more cost-effective: either repairing the existing turbocharger or purchasing a new one directly from Mercedes.

I wanted to give a brief update again.
I ended up buying a Garrett GT2554R turbocharger.
The exhaust manifold has been modified and adjusted.
The oil pipelines have been adapted and connected.
The water pipes have been adapted; one is connected, and another is under construction.
The seawater pump was fitted with a 210 mm pulley.
...so that the pump's speed does not exceed 3000 revolutions per minute.
The adapters for the external oil cooler are finished.
The external oil cooler is controlled by a Racimex oil thermostat.
The new, larger oil cooler is finished.
In the photo, it's not quite complete yet; the end caps with the connectors are still missing.
The intercooler is 90% complete in terms of its construction.
The brackets for the intercooler are finished.
This weekend, the new manifold heat exchanger for the cooling circuit will be built.
The oil level sensor in the oil pan was replaced because it was leaking oil from its electrical connection.
Okay, here's one more question about the serpentine belt tensioner.
I didn't measure the span before the renovation, when the original belt was still running over the power steering pump.
Can someone tell me how far the spring on the belt tensioner is extended when the belt is properly tightened?
It doesn't necessarily have to be measured on an OM605 engine.
There are many engines that use the same type of tensioner.

My weekend job.
The oil cooler has been fitted with a bracket and drain plugs.
The LLK (likely referring to a specific component) is complete, including the drain screw and bracket.
The connection between the engine intake manifold and the coolant line from the turbocharger to the oil cooler is complete.
I don't have a photo yet.
In the construction process, connect the low-pressure coolant (LLC) line to the turbocharger.
It will be double-walled and seawater-cooled.

Respect for your work!

Okay, the Luna is in the water.
We brought our boat to Berlin on Wednesday.
and have returned today.
The first test run took place on June 1st.
Unfortunately, not great.
I have the propeller from the V6 engine with 205 horsepower.
The OM 605 engine only reaches 2400 RPM at 0.5 bar of pressure.
Since the exhaust pipe is underwater, I can't see the exhaust fumes.
But the back is covered in soot.
I'm a bit lost right now.
Do you have any suggestions on how we should proceed to achieve the desired performance level?
However, I must add that the swimming platform has not yet been renovated.
It's still too deep.
When full throttle is engaged, the bathing platform submerges into the water and brakes.
It's perhaps comparable to driving a car in sixth gear on a 20% incline.
However, I won't be able to change the swim platform until this fall.
I hoped that the performance would be good enough.
If the swim platform were removed, the boat wouldn't be slowed down as much.
The speed would increase, which in turn would increase the RPM and thus also the boost pressure. Or am I wrong?
But actually, I wanted to reach 0.8 bar at 2000 revolutions per minute.
What should I do next?

Hi Wolfgang, I've already glanced through the thread, but could you please summarize the current configuration again? Especially considering that this forum mostly features VAG vehicles rather than Mercedes-Benz models; you probably know many things that some of us might not remember off the top of our heads.

Specifically, what type of turbocharger is it (wastegate, variable geometry turbine, which model)? What is the target power output (I've read about 150 hp), at what RPM (I've read about 5000 rpm)? What is the estimated fuel injection amount? What is the engine displacement? How is the propeller designed (you mentioned it's from a V6 205 hp engine). Was the maximum power output of the original engine with a similar propeller at roughly the same RPM as the current engine (gasoline vs. diesel)?


To give a (somewhat general) answer: Have you checked that the turbo is running at full boost when it's supposed to? --> If this is difficult or impossible to check during your installation, you might try bypassing the turbo control system (LDA) in your relatively static setup (but always keep the LDA in mind!).

Maybe the problem is just with your turbocharger control system.

If, even with soot buildup, only 0.5 bar of boost is achieved, then the turbocharger is too large for the current engine speed and only reaches higher boost pressures at higher RPMs. The only solution in this case is to use a smaller turbocharger or a smaller propeller.

(Or, of course, the removal of the bathing platform. This would initially allow for a higher rotational speed, which in turn would generate more pressure, enabling further increases in rotational speed.)

Regards,
Sure.

Here is the translation of the text from German to English:

"Guste" means "gust" in English. It can also be used as a verb, meaning "to gust."

I agree with Guste on this.
However, drawing from my experience with building and flying model airplanes, I must say that you can't simply choose a propeller based on power alone; the diameter and pitch also need to be appropriate for the aircraft's flight profile.

Thank you for your answers.

Here's a brief summary of the renovation project.
I believe the Luna weighed 2.5 or 2.6 tons with the 4.3-liter V6 engine producing 205 horsepower.
With the trailer attached, it weighed 3100 kg on the scales at the technical inspection station (TÜV).
She achieved a speed of 50 km/h with the current propeller at 3600 RPM.

Then came some modifications that made the Luna approximately 200 to 400 kg heavier.
Bugsprit with a heavier anchor.
Anchor chain extended from 25 to 50 meters.
Larger swim platform.
A starter battery and two auxiliary batteries.
against a starter battery and a consumer battery.
All with 80 amp-hours each.
However, the V6 engine was no longer part of the equation at that point.

I cannot say whether there is a weight difference between the V6 and the OM 605 engines.
I'll weigh myself at the end of the season.

Here's the description of the OM 605 again.
It is a 2.5-liter, 5-cylinder, 4-valve turbocharged diesel engine.
He had an electronic fuel injection pump with a mass airflow sensor and exhaust gas recirculation system.
Engine temperature sensor and various other temperature sensors, as well as the control unit.
The same engine is also available as a naturally aspirated diesel with a mechanical inline fuel injection pump.
This pump has been adjusted to match the specifications of the electronic fuel injection pump.
and is installed on my engine.
The mechanical injection pump has an ALDA (Altitude Compensation) device.
"This affects the air pressure, and I'm driving in the mountains, where the air pressure..."
If the pressure is lower than expected, the amount of fuel injected should be reduced.
The OM 602 is also a 2.5-liter inline-five diesel engine with a turbocharger.
but it's a two-valve engine with a mechanical fuel injection pump.
The ALDA unit is coupled to the charging pressure and distributes it.
So, I also connected my ALDA container to the charging pressure system.

Mass airflow sensor, exhaust gas recirculation system, and all other sensors.
and the control unit are missing.
Unlike the standard engine, the intercooler and turbocharger are also different.
"LLK is a custom-built unit made of stainless steel (V4A) and seawater-cooled."
The stock turbocharger was replaced with a...
Garrett GT 2554R compressor housing, standard replacement.
http://www.turbobygarrett.com/turbobygarrett/catelog/Turbochargers/GT25/GT2554R_471171_3.htm
I didn't receive the original turbocharger with the engine.

Hello Wolfgang,

In terms of displacement/RPM, the turbocharger is already quite large.
The 2.5L V6 TDI engine (with power outputs ranging from 150 to 180 horsepower depending on the engine code) produced by VAG uses a GT2052V turbocharger, which features a variable geometry turbine (VTG), although it is also available without VTG.

I also think you should check that your wastegate isn't opening prematurely and that you simply need more RPM to engage the larger turbocharger.

Tip: The 2.5L four-valve V6 TDI engines typically run with a boost pressure of approximately 1.2 to 1.3 bar. Therefore, based on a rough estimate, you are currently missing at least another 0.7 bar of boost.

Best regards, Rainer.