Marine OM605.960 2.5L Turbo Engine Conversion

I would like to discuss the topic of...
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Let's start a new post here, hoping to get some more responses.
In my first Mercedes-Benz, I marinized a naturally aspirated OM601 engine from a 190 D.
The Mercedes engine has now been working for almost 3 years without any problems.
I've added some more information to my website about the conversion process.
http://home.arcor.de/duwbiedermann/Dieselumruest/Dieselumruestung_OM_601.htm

Now I'm working on the next stage of development.
Contrary to my initial plan, I will not be marine-izing a VW TDI.
I have decided to use the 2.5-liter 5-cylinder Mercedes engine, model OM605.960.
to marinate.
Here are the initial data I've gathered.
http://home.arcor.de/duwbiedermann/Dieselumruest/OM_Dieselumruestung/MB_Dieselumruestung.htm

DMV in Rastede offers this marine engine with 140 horsepower.
Now, to my questions: This engine was installed in the E-Class, Sprinter vans, and G-series SUVs. In those models, it was the OM602.980/981/982/983/984 series.
Here, it has either 122, 129, or 150 horsepower.
The engines are equipped with electronic fuel injection and an engine control unit.

The DMV engine apparently does not have electronic fuel injection.
Can anyone tell me what type of mechanical fuel injection pump might be installed here?
Are there water-cooled turbochargers and intercoolers available for this engine?

It was also used as an industrial engine.
Can anyone tell me what the name of this place was?

And I'm looking for a contact person at Mercedes to whom I can perhaps ask the same questions. An email address or phone number would be great.
Or a contact person at Bosch.

When I read your first article, I immediately thought of an OM 602.AXX engine.
However, this doesn't apply to the 290TD model. Its Lucas distributor injection pump and electronic fuel injection system make it somewhat of an outlier.

I much prefer the OM602.962 engine, which is also used in my "rocket," the Mercedes 250 D Turbo.
Acquiring spare parts is much more straightforward, and in the unlikely event of an engine failure at sea, I would rather be working on or under this engine than on or under a 290TD.
It has now covered almost 300,000 kilometers, and according to the original owner, it has never broken down.
Even with me, despite the semi-solid fat, it always achieved its goal. And thanks to my engine tuning, it also did so very quickly .
I've managed to increase the power from its standard 122 horsepower to an estimated 150 horsepower.
I plan to conduct a performance test after completing the intercooler upgrade, which is almost finished.

But to get back to your question.
The OM602 engine, at least in the 250D version, never came standard with an intercooler or turbocharger. However, any reputable marine outfitter will have a range of water/air intercoolers available.
With a properly sized water-to-air intercooler and an adequately sized water-to-oil cooler, the engine should be able to handle 100% full load even with an output of 150 horsepower.
And that "certain something" would be a conversion to plant-based oil, which is already highly recommended for marine diesel engines for environmental protection reasons alone.
And maybe you could stop by the "Chevapcici" stand at the pier for some food .

Oh! And I just noticed that you're also working with the OM605.A engine.
This engine is quite nice too. The electronic fuel injection system of these engines is bypassed by Finnish tuners by replacing it with a mechanically controlled fuel injection pump.
The engine was upgraded with an OM602.962 unit, and the power can then be increased to 170 horsepower without major modifications.
More power, exceeding 200 horsepower, can be achieved by replacing the standard 4.5mm fuel injectors.
It can be achieved with a feed piston of approximately 7 mm in diameter.
However, this also means that a larger turbocharger will be required.

I'm curious to see what will come of it.
I'm actually planning a similar renovation myself, and if Wolfgang does it for me first...
I'm sure I'll save myself a lot of headaches }.

Hello Tagesuppe,

It would be nice if I could address you by your real first name.
If you use Skype, we could chat sometime.

What modifications did you make to your 602.962 engine in your car to achieve approximately 150 horsepower?
What kind of boat do you have, what type of engine does it use, and what is the standard engine that comes with it?

Tagessuppe wrote:

But to get back to your question. The OM602 engine, at least in the 250D version, never came standard with an intercooler or turbocharger. However, any reputable marine outfitter will have a range of water/air intercoolers available.

Are you talking about the 602.962 now? So, the 2.5-liter version?
Do you have any addresses of stores that sell pickling supplies and offer this kind of product?

Tagessuppe wrote:

When I read your first article, I immediately thought of an OM 602.AXX. However, this doesn't apply to the 290TD model. It stands out from the others due to its Lucas distributor injection pump and electronic fuel injection system.

My thought is to replace the electronic fuel injection with a mechanical system. I wanted to take advantage of the 400cc displacement for better torque.
If that's not possible, I will definitely end up with a score of 602.962.

Tagessuppe wrote:

Oh! And I just noticed that you're also working with the OM605.A engine. This engine is quite nice too. The electronic fuel injection system of these engines is bypassed by Finnish tuners by replacing it with a mechanically controlled fuel injection pump. The engine was upgraded with an OM602.962 unit, and the power can then be increased to 170 horsepower without major modifications.

What type of engine are you referring to specifically?
Do you have any more detailed information about the conversion of the fuel injection pump from the OM602.962 engine to the OM905.A engine?

Since I don't have an engine yet, and I'm still in the process of finding the right one,
All paths are still open.

The search for a motor will be the focus of phase 2 and will be a new topic.

wolfgang b. wrote:

Hello Tagesuppe, It would be nice if I could address you by your real first name. If you use Skype, we could chat sometime. What modifications did you make to your 602.962 engine in your car to achieve approximately 150 horsepower? What kind of boat do you have, what type of engine does it use, and what is the standard engine that comes with it?

Hello Wolfgang!

Unfortunately, I don't have a proper boat yet. I'm still looking for one.
But I was inspired, among other things, by your website, which I visited years ago.
I have read it from beginning to end.

To achieve around 150 horsepower with my turbodiesel engine, I modified the...
Designed to increase full load capacity, also known as a particulate matter screw.
It's located on the lower left side, if you remove the cover of the fuel injection pump.
A small screw, secured with a Torx T10 head, is loosened using a small screwdriver. A quarter turn outwards corresponds to approximately 10 horsepower more.
Above a certain speed, the idle speed needs to be reduced, even though it is normally electronically controlled, otherwise the engine will rev up excessively while idling.
Furthermore, I have shifted the start of fuel injection earlier by 10 degrees (my engine with exhaust gas recirculation has a very late fuel injection timing to minimize NOx emissions), and I have increased the boost pressure. However, the latter would not be necessary, as the engine already has sufficient boost pressure at 0.9 bar.
Overall, I've made some other modifications, but they won't be necessary for the boat.

wolfgang b. wrote:

Are you talking about the 602.962 now? So, the 2.5-liter version? Do you have any addresses of stores that sell pickling supplies and offer this kind of product?

That's the one. I think I found that marination website back then.
when I was searching for information about OM617 turbo diesel engines on Google.
I'll check again, as I've had email contact with them before.

wolfgang b. wrote:

My thought is to replace the electronic fuel injection with a mechanical system. I want to take advantage of the 400cc displacement for better torque. If that's not possible, I will definitely end up with a score of 602.962.

I don't believe that these 400ccm provide a torque advantage for this engine. I drove both cars and find that the 250 Turbo performs better.
Besides that, the 290TD is more expensive and harder to find than the 250 turbodiesel.
And the fuel injection system would also need to be converted back to a mechanical system, or complex (and prone to failure) electronics would have to be installed.

wolfgang b. wrote:

What type of engine are you referring to specifically? Do you have any more detailed information about the conversion of the fuel injection pump from the OM602.962 engine to the OM905.A engine?

I'm referring to the 4-valve turbocharged diesel engine from the C250 Turbodiesel.
It comes standard with 150 horsepower and is significantly more modern than the OM602.962, even though it's largely built to the same design. However, it's also very expensive and rare compared to the OM602.962.
which can be obtained starting from just €1000.
The fuel injection pump replacement is very straightforward because the engine has the same design as the block. A brand new fuel injection pump was recently sold for €150 on an online marketplace.
I sourced the parts for my tuning modifications from the "Mersuforum" in Sweden and from @Rodion, who is also active here on this forum.

I think that since you already had the OM601 engine installed, you probably won't need much more. Maybe just an intercooler, an oil cooler, and a larger water-to-water heat exchanger.

Tagessuppe wrote:

Above a certain speed, the idle speed needs to be reduced, even though it is normally electronically controlled, otherwise the engine would rev up excessively while idling.

Hello,
I thought that with mechanical fuel injection systems, the engine speed wasn't electronically controlled. If it is, how does it work in your case?

I checked the information for the OM 602.962 engine in my W124 book. It was produced with either 122 or 126 horsepower, depending on the year of manufacture. Electronic speed control was only available on engines with automatic transmissions and air conditioning; otherwise, it's controlled via a bypass. Therefore, it should be possible to modify other engines to have this feature by removing the electronic components.

I've read further. I have repair manuals for the E-Class, the C-Class, and the W124 models.
In my C-Class car's manual, the C250 Turbo is described as an OM605.960 engine with 150 horsepower, 4 valves, and 5 cylinders. Would the mechanical fuel injection system from a 602.962 engine be compatible with this engine?

I once took a look at the Mersuforum.
With my language skills, I don't get very far.

wolfgang b. wrote:

I checked in my book about the W124, specifically the OM 602.962 engine.

It was produced with 122 and 126 horsepower, depending on the year of manufacture.

wolfgang b. wrote:

Electronic speed control is only available on engines with automatic transmissions and air conditioning; otherwise, it's controlled via a bypass.

Therefore, it should be possible to modify it. }Get rid of the electronics.}


Up to June 1989, the engines had vertical injection with 122 horsepower. After that, they switched to slanted injection.
Engines with direct injection are preferable due to their better efficiency.
Mine still has vertical injection, and it's not bad either.

And because mine has an automatic transmission, it probably has the electronic...
Idle speed control. This is generally maintenance-free and lasts for the entire life of the car. You can safely leave it installed (so that the boat engine doesn't stall when changing gears).

There is an English section in the Mersuforum (located at the very bottom).
After registering, you can ask specific questions there, and then...
I've always been there to help.

}
I have repair manuals for the E-Class, C-Class, and W124 models.
In my C-Class car's manual, the C250 Turbo is described as an OM605.960 engine with 150 horsepower, 4 valves, and 5 cylinders. Would the mechanical fuel injection system from a 602.962 engine be compatible with this engine?
}

Yep! That fits 100%. You just need to attach a boost pressure hose to it.
Connect ALDA (Absolute pressure measurement and boost enrichment), and that's it.
The ALDA (Abgasgekühlter Ladeluftkühler) can also be modified. By screwing it in, you can simulate an earlier boost pressure increase, which allows the turbocharger to spool up more effectively.
Possibly necessary to get the boat up to planing speed.

Hello Wolfgang,

I would like to point out the following:

The 290TD doesn't have a Lucas pump, but instead a good Bosch VE5 injection pump, which is also found in vehicles like the VW T4 and Audi C4.

You should use the 290TD engine from an E-Class car manufactured before March 1997 (using the older key), or preferably, from a x12d Sprinter van.
You shouldn't have any problems with the electronics then.
I know someone who has a Sprinter engine installed in a 1989 W124 Mercedes.

By the way, your list contains a few errors. For example, the Sprinter didn't have 129 horsepower, but rather 122 horsepower.
In the x10d Sprinter, it was the same engine, but detuned to produce 102 horsepower.

With the 290TD, you can achieve around 150-160 horsepower through good chip tuning without causing any damage.
He has a size 11 fuel injector in the pump, so it easily produces 160 horsepower.
However, upgrading to a larger turbocharger to reduce heat buildup would be highly recommended.

There are also water-cooled turbochargers (e.g., Garrett).

The OM605 engine suggested by Tagessuppe is a great motor. However, you will experience higher fuel consumption and increased heat generation. In return, it runs incredibly smoothly...



Otherwise, I can also recommend the Fiat 2.8idTD. It has 122 horsepower at 3600 RPM.
Or the 2.5 TDI with 116 hp at 3800 rpm.
With a larger loader, it can handle full power (150 horsepower) without any issues.

They are very durable motors, and the best part is that they are completely mechanically controlled.
Just a standard Bosch VE4 injection pump, the type found in every Volkswagen Golf 3.
No LLM etc. It doesn't necessarily have to be a Mercedes...

Best regards, Rodion.

Hello Rodion,
Thank you for your reply.
With a Mercedes, I have the advantage that the adapter I built for the Z-drive also fits the 5-cylinder engine. Or am I mistaken? The flange between the engine and transmission is the same on the OM 601, 602, and 605 engines, isn't it?
"Otherwise, I'd like to achieve around 150 horsepower, ideally without any electronic components. I'm looking for the most suitable engine for this, and it should also be relatively easy to find, with a reasonable price. The OM602.962 might be a good option in that regard."
The OM605.960 will likely be even harder to find.
Ideally, someone would tell me: "Use the OM.XXX engine, install turbocharger XXX, and make these specific changes to the fuel injection system; or use the fuel injection system from the OM.XXX engine with part number XXX." With those modifications, you should be able to achieve around 150-160 horsepower.
Building a water-cooled exhaust manifold, adapted for the turbocharger and intercooler, isn't a problem for me. I have quite a good understanding of engines, but I haven't delved deeply into this particular type of tuning yet.
In the OM 601 engine from the 190D that I'm currently using in my boat, everything was kept as stock as possible. I only modified the oil and coolant systems for water cooling; otherwise, everything remains original.

Okay, Wolfgang.

Regarding the motor mount: To my knowledge, there was a change in motor mounts between models produced before and after July 1989. However, this shouldn't be a problem for you since you have the adapter for your 200D.
You did a great job.

Then I'd like to present my suggestion to you.
Considering the economic and mechanical aspects, I would do the following.

I would go with an OM602.962 engine. You can keep the original turbocharger.
Absolutely: A water/water heat exchanger with a sufficient capacity, i.e., at least 70 kW of exchange capacity.
A large air-to-water intercooler. You can definitely go with a very large one.
The larger the engine, the lower its thermal load.
The OM602.962 doesn't have a standard oil cooler. Therefore, you can safely increase the performance with an oil cooler.
Furthermore, I would integrate the intercooler into the cooling circuit first, so that it receives the coldest water.
With the standard injection pump and turbocharger, it can produce up to 170 horsepower.
Further modifications and upgrades after the ESP conversion are possible. However, I believe a stable 170 horsepower should be sufficient for your boat.
You can leave the air gap as is, because it will allow for approximately 20% more oxygen to reach the substrate when using liquid culture.
It might be necessary or even advisable to reduce the turbocharger boost pressure.
However, in general, the chargers can easily handle an increase of 20%.
Also, we also need a large water/oil cooler. The OM602.962 engine has piston cooling oil lubrication.
A constant oil temperature is therefore a guarantee for a long engine life with 100% full load capacity. The engine has an oil thermostat that opens at 95 degrees Celsius. The turbocharger does not need to be water-cooled if the oil temperature is correct. You just need to let the engine idle for a while after driving under heavy loads.
But that happens automatically when you enter a harbor.
Regarding the exhaust system, you don't need to do much, as the turbocharger significantly reduces exhaust noise. I have a straight pipe on my car, and you can barely hear anything.

For the air filter, I would recommend using a larger one, such as those from the OM603 turbo or the OM606 turbo engines.
And if the engine still overheats, you can install a larger water pump, specifically the one from the G350 turbodiesel. This pump has impeller blades that are 3mm larger.

Furthermore, I would like to equip the boat with the following features, if they are not already present:
Ladedruckanzeige, Motoröltemperaturanzeige, Motoröldruckanzeige, Wasstertemp. AI cannot provide a translation without the original German text. Please provide the text you would like me to translate.
Possibly also intake air temperature or exhaust temperature. But those are more like extras.

High-quality engine oil is also essential. I would recommend using a high-viscosity oil in this case.
Since the boat is mainly used during the summer months.
I use Castrol RS 0W-40 oil in my Mercedes.

I think the cost should be around €500-€1000 for a good engine.
and keep additional expenses like heat exchangers within a range of 500-700 euros.
Overall, the OM602.962 engine is more durable than its reputation suggests.
I once rode in a taxi with over 500,000 kilometers on the odometer that had this engine.
And mine has already reached 300,000 km and is quite modified.
You can easily get replacement parts for this engine.

Okay, to summarize again: Get the OM602.962 engine! The original engine with its original components is enough to produce 150-170 horsepower.
I wouldn't go for a 290 turbodiesel. I would only consider an OM605 if I have too much money and want more than 200 horsepower.

I hope this helps you with your decision.
I'm happy to provide further advice, especially regarding tuning and modifications.
I would be honored if I could assist with this renovation project.

Best regards,

Wow!

Check out item number 270088130198.
There's a Murloc in there.
80tkm.. Well...
And "Member name will not be published."
The salesperson is also offering a bid.
Before that, make sure to ask detailed questions to confirm that everything fits and why the engine was actually removed.

Completely overhauled: 8040108558

Hello,

I visited a company today that is rebuilding new OM602.962 engines for marine applications.
129 horsepower at 4000 RPM without an intercooler.
The fuel injection pump is being modified by the company to operate without vacuum assistance.
So, purely from a mechanical standpoint.
However, in my opinion, it is not necessary. With my 601, I also left the vacuum pump installed and use it to control the cold start behavior and the stop mechanism.
Furthermore, the original exhaust manifold with the original turbocharger is used by the company. Due to heat generation, the turbocharger is wrapped for insulation.
I want to build a water-cooled exhaust manifold. When I asked about water-cooled turbos, I was told that they wouldn't use them because they would have a flat spot in the power band between 1300 and 2000 RPM.
Does anything need to be done with the Westgate?
I'm worried that the temperature in the engine compartment might get too high without a water-cooled turbocharger. The engine compartment is completely enclosed and has only four holes on each side, near the top, with a diameter of about 8 cm. Since diesel engines tend to run hotter anyway, I've already removed the gel batteries from the engine compartment. The starter battery is lead-acid and remains in the engine compartment.
The original gasoline engine had a 65-degree thermostat; I believe my 601 has an 89-degree one, while the company installs a 75-degree thermostat.
For the seawater-cooled engine cooling system, I will use the tube bundle from the 6-cylinder diesel engine as the heat exchanger. It's the largest one I know of.
Sea water heat exchangers are available in many sizes, but one will certainly be chosen that is large enough.

Does the oil filter housing with part number 602.962 have connections for an oil cooler? If so, is the cooling circuit temperature-controlled?
Here's the translation:

"The water circulation system will work like this: A one-inch impeller pump draws in seawater through a filter. After the pump, the circuit splits into two branches using a T-connector. One branch goes through the intercooler, and the other goes through the engine oil cooler and the transmission oil cooler. Then, the circuit is rejoined and passes through the heat exchanger for coolant, and finally into the water-cooled exhaust manifold. From there, it flows through the water-cooled downpipe to the outside. The exhaust pipe ends approximately 0.5 meters below the water surface. Will this create too much back pressure? The exhaust pipes have a diameter of 60 mm."
The existing warning lights include those for engine temperature, coolant level, engine oil, and oil pressure.
The seawater temperature is measured by a sensor located in the swan neck, which displays the temperature and provides an audible signal at 95 degrees Celsius via a contact. I am not currently using the temperature display.
I wanted to install a boost pressure gauge anyway, and I'll also add an intercooler temperature gauge. What range should the intercooler temperature be in?

Tagessuppe wrote:

Hossa! Check out item number 270088130198. There's a Murloc in there. 80tkm.. Well... And "Member name will not be published." The salesperson is also offering a bid. Before that, make sure to ask detailed questions to confirm that everything fits and why the engine was actually removed. Or completely overhauled: 8040108558

I would only buy the 27 if it were available for 100 euros. I'm sure they forgot a zero when pricing the 80.
If you can't find anything else, then 80 would be the solution.

Hello,


I doubt that it's possible to get a healthy 170 horsepower out of the standard fuel pump from the 602.962 engine.
The Finns are talking about a maximum of 150 horsepower. This is also plausible because the piston rods are simply too small.
You'll end up with an injection duration that's too long, and that will damage the pistons.
And then with the original charger? That creates too much heat buildup; I wouldn't do it.


@Wolfgang:
If you really don't want to spend a lot of time searching, tinkering, and spending money, then the 602.962 is definitely the better choice.

Best regards, Rodion.