My W124 3 litre Turbo Diesel

My W124 3 litre Turbo Diesel - Modernised.

mbz123

05-21-2014, 03:21 PM #19

(05-19-2014, 05:33 PM)The Stig Thanks mbz123. I'll digest that first thread. I'm not unfamiliar with modifying stuff - having built several (petrol powered) sports cars, etc. but the problem usually is I get too carried away and then the cars become so tuned they are no longer usable daily. This Benz is intended to be a car we use for a very long time, so I might just opt to do nothing to the engine, except perhaps sort out the crank case breather into a better solution so gases & carbon don't condense in the intake.

Ya, was obvious this ain't your first rodeo. Also, it was partly for the "carried away" phenomenon that I voiced the precaution. The performance gains you're seeking involve hardware/setup alterations that aren't conducive to your application. I'm not trying to imply simply bolting up a non-stock IP will net you an unstreetable racer, doomed to a life in the garage hoisted up on jackstands. However, your posts repeatedly mention "durability," "dependability," and most importantly "driveability" and all of these qualities are, to some extent, traded off in the pursuit of performance. If I were in your position, a serious look should be given to your other 124 sedan. On what little information is given, it appears that could be your perfect "test-bed" oppotunity. Use it as your franken-car and only transfer the mods over to the family truckster when you feel comfortable doing so. Takes nearly all the risk out of it.

[/chicken little]

You're at that cusp right now and most of us already know you'll choose wisely. SO SUBSCRIBED! 8-D LOL

Revisit that thread I previously linked started by "gsxr" as it may be invaluable to your situation. It certainly is an invaluable resource on the whole and I would venture a guess the goals wrt the vehicle and even the daily situational/operational environments are highly similar for the two of you; albeit half a dozen years later for you. It really is a prudent and methodical approach with a $%#^ton of enlightenment along the way.

WRT the crankcase breather setup. The arrangement on the 603a is a colossal improvement over previous versions. Furthermore, simply eliminating the egr (if regulations where you live allow this) will fix most of the issue. I suggest you focus attention here. After the egr delete you have several options for ccv. First, just leave it be, you'll see what remains isn't all that bad. Will it, over time, coat the intake path, sure. Nothing near the soot fouled nightmare that existed before, though. Next, you could route to the ground, or for das uber-grun types, into a catch can. Lastly, send the fumes to the down pipe by threading in an adapter. The only difference in your choice is the point of disposal: the air, the ground, the landfill. You wouldn't happen to be one of them clever blokes with their own WMO burner would you?;-D After a few months with a catch can you might have a whole ounce of waste liquid to heat with! FWIW, I blocked off the egr and left the ccv stock. IMO, not worth the energy, you see what I did there?

(05-20-2014, 05:34 PM)The Stig Seems large, at 7.5 bearing in mind the fueling they allow for - I don't want a tranny smasher! But if he says it'll work with my standard turbo and not turn it into a black smoker then that'll be what I want...
Anyways, I'll await dieselmeken's response and go from there... Thanks again.

Careful what you ask for... I weep for your slushbox. 8_( LOL

MBZ123

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