OM 605.960 2,5 L 5 Zylinder Turbo 20 Ventiler marinesieren | Posts 192+

Thank you.

I thought the wastegate would only open at 0.8 bar.
Or am I wrong about this?

I can disconnect the boost pressure from the wastegate and see how high it goes.

If your fuel injection amount is designed for approximately 150 horsepower, and it's going to a turbocharger - probably yes, at least the turbocharger itself likely won't be affected.

wolfgang b. wrote:

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 engine temperature is lower, 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.

Hi Wolfgang,

Are you sure that your boost-pressure-dependent fuel injection quantity enrichment is working? I have to admit that I don't know much about inline injection pumps, but a system like that (increasing the fuel injection quantity depending on the boost pressure, usually called "Ladedruckanreicherung" or boost pressure enrichment in fully mechanical VW TD engines) exists on almost every distributor injection pump for turbocharged diesel engines. Naturally, injection pumps for otherwise identical naturally aspirated diesels don't have this feature.
If you want to retrofit a distributor injection pump (VEP) on a naturally aspirated diesel engine with LDA (Load Detection and Actuation), you need a complete pump cover assembly including the U-dose unit and linkage mechanism.
Could it be that when you rebuilt your inline injection pump for the naturally aspirated diesel engine, you didn't get a full LDA (okay, ALDA on Mercedes)? Just the vacuum control unit isn't enough; you also need the lever mechanism to influence the injection quantity, which is not available on naturally aspirated ESP pumps.

Regards,
Jens.

I was on a business trip to Berlin all week and just got back today.
However, I was on the boat one evening and took it for a test drive.
In this case, the boost pressure from the Wastgate was blocked.
However, nothing had changed; the boost pressure remained at 0.5 to 0.6 bar.

Now, let's talk about the Alda container.
Since this Alda container is from a diesel-powered suction pump...
I'm not sure if it works the same way as a turbo diesel engine.

Unfortunately, I wasn't able to obtain a drawing of my common rail injection pump.

wolfgang b. wrote:

(...) The boost pressure was disconnected from the Wastgate. (...) However, nothing changed; the boost pressure remained at 0.5 to 0.6 bar.

If Russ is already being produced at that time (as you reported about the Russ-stained rear end in a previous post), then you don't need to investigate the potential problem of ALDA for now.

Even if the ALDA were to enrich the mixture further, it would primarily lead to an increase in the Russian (lean) condition. However, the turbocharger would only receive a slightly greater amount of power, and therefore would hardly generate any more boost pressure.

If the Russian (referring to a specific component or issue) also occurred in the load area, then the loader is indeed not suitable for this high load at this speed.

Therefore, my statement from above remains valid.

guste100 wrote:

If even then (despite the soot), only 0.5 bar of pressure 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 is a smaller turbocharger or a smaller propeller. (Or, of course, the dismantling of the bathing platform. This would initially achieve a higher speed, which then provides more pressure, allowing for a further increase in speed.)

So: check whether the Russian [term/entity] actually appears in this specific scenario, and if so: my condolences .

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."

Hello Guste,

Thank you for your reply.

The Alda container is powered by a diesel engine with a vacuum pump.
The ESP I bought was from an OM 605 naturally aspirated diesel engine.
And with Bosch, the Alda box has not been modified.
The injection quantities were adjusted to match those of the electronic system.
Fuel injection pump adjusted.
I'm not sure if an Alda can be powered by a diesel engine.
when it is controlled by boost pressure, like an Alda valve.
The turbo diesel is working.

Now, let's talk about the Russian language.
My exhaust pipe ends below the waterline.
Approximately at the level of the propeller.
It's almost impossible to judge whether the engine is making unusual noises.
If the rear-view mirror is perfectly clean, it will remain white even during normal driving conditions.
During my first test drive with the current turbo model, something happened after the drive.
Seeing Russian taillights in my rearview mirror, going full speed.

During the test drive last week, I hadn't yet experienced the rear [issue/problem].
cleaned thoroughly again.

If you look at the picture of the bathing platform, you'll see that there is a passage between...
A raised edge of approximately 10 cm should be installed at the stern, leading to the swim platform, and also along the bottom of the swim platform.
Here, you can see gray veils.
I have defined these shrouds as the motor's "russes."

Idea for observing the Russian:
Attach the thick hose to the exhaust and make sure it ends above the water surface. The hose probably won't last forever due to the exhaust temperatures, but it should be sufficient for a test run.

Admittedly, attaching the hose to the Unterwasser might not be the most enjoyable experience.

Another option would be to increase the fuel injection amount and see if the lambda value increases. However, I don't know how that works with your specific ESP system.

Or alternatively, measure the diesel fuel and air intake. Even if your measurement likely only relies on fuel consumption, it should still allow for an approximate determination of the lambda value.

I'm sorry that I can't contribute any more.

Regards,
Sure, here's the translation:

"GUste" is a German word that means "good taste." It can be used to describe something that is delicious or enjoyable.

Hello Wolfgang!

As I have tried to explain to you before, the ALDA for the turbocharged ESP and the one for the naturally aspirated ESP have two different functions to fulfill.
The turbocharger must increase the fuel injection amount by approximately 50% when boost pressure is applied.
The vacuum should be reduced by 10-20%, depending on the altitude (mountainous regions), and the connection leads to the air filter housing, so that if the air filter becomes clogged, the fuel injection amount can be further reduced.

But as I already mentioned, you don't need ALDA because black Russian clouds are irrelevant to you during (traffic light) starts, and not only that, but a high injection amount from the start would actually be helpful to help build boost pressure.

I would strongly advise you to disable the ALDA feature and turn the full load screw counterclockwise by at least one revolution.
I also advised you to extend it so that you could make fine adjustments with the ESP cover installed.

Hello Wolfgang,

Here's how to spell 'Tagessuppe' correctly... The ALDA system won't help you at all.

You either have to loosen the full-throttle screw, which will result in increased fuel consumption and soot emissions only during acceleration.
Alternatively, you can upgrade the LDA, which will cost approximately €350.

Best regards, Rod.

Thank you for your answers.
I can't turn the full-load screw any further out.

I purchased an ESP from a company with the ID number OM 602961.
I'll have them converted to use larger pistons.
I will report back later.

Then please send it to "Nokileka" from the Finnish forum "Mersuforum".
He modifies the pumps in such a way that the enrichment screw can be adjusted manually from the outside.
I think Rodnex probably has the address .

Sure, here is the translation of the text from German to English:

"Best regards."

Hello,

I would also like to chime in again. The reason for this is the two pictures of the "exhaust system"!

If I understand correctly, this pipe ends exactly 1 meter below the waterline.
This means that the exhaust gases must already generate a pressure of more than 0.1 bar in order to escape into the open air.

A turbocharger relies on the thermal energy and the resulting pressure difference measured before and after the turbine. With such a large turbine, it will likely be difficult to generate enough exhaust volume at low speeds (less than 2500 rpm) for the turbocharger to function properly. Furthermore, not only do mufflers and pipe bends increase backpressure, but also water standing in the pipes.

That would be roughly like driving your golf club into the water with the back end facing forward, or... I think it's clear what I mean.

I once heard – whether it's true is another question – that an exhaust system on a TDI engine with a DPF can generate up to a maximum of 0.3 bar. Well, and in this boat, we already have about one-third of that back pressure without the engine even running.

I think it's hard to find a way to negatively impact the responsiveness of a charger more than this.


Solution approach:

Ideally, before the turbine: as much heat and pressure as possible (late injection or direct injection). After the turbine: as little pressure and as low a temperature as possible. The waste gate MUST remain closed.

(This only applies when running at full throttle and above a minimum of 2500 rpm; the exact threshold needs to be determined.)

I would start by measuring the pressure before and after the turbine. That will quickly reveal where the problem lies.
Soot is always a sign of an "incomplete" combustion process. While it increases the exhaust volume, it's certainly not the right approach for this application.

Perhaps incorporating measurement technology would also be a worthwhile approach.
That is, pressure before and after the turbine, temperature before the turbine, lambda (air-fuel ratio) after the turbine, and pressure before and after the compressor.

Otherwise, I can really only recommend a smaller/better charger.

Of course, I'm also interested in hearing other opinions on this matter!


Best regards,
Thomas.

Hello Thomas,

Thank you for your response and your efforts, Thomas and Tom.
Some renovations will be carried out at Über Winter during the winter months.
The exhaust system exits above the waterline and into the open air.
leaving only the open swan neck to provide resistance.
Installation of the optimized ESP (Enhanced Service Package).
Increasing the size of the oil and water cooler.
Modifying the swim platform so that...
It no longer brakes her during the transition to gliding.

Hello Wolfgang.

I find your renovation very interesting.
Have you continued working on your renovation project in recent years?

Hi Sascha,

Hi.

I also find the renovation very interesting. It would be great to hear some updates again.
It's a shame I live in the mountains – that kind of conversion would be perfect for me. Personally, I would probably go for the TDI with the 5-cylinder engine, but I guess it's all a matter of taste...

Sure, here is the translation of the text from German to English:

"Hello."

Hello you two.

Unfortunately, no. I'm so busy with work that I don't have time for it.
In 2018, I will retire, but then in 2019, I will have time for it again.

Thank you for your inquiries. I didn't want a TDI with electronics. My engine is fully mechanical; if it's started, I can disconnect the battery, and it will continue to run until the diesel runs out. That was important to me.