2.9-liter om605
2.9-liter om605
05-03-2015, 03:05 PM
#1
What about that
I wounder what a mild porting job, some high lifting camshafts and a good compound setup could do with that.
I think I'll buy myself a lottery ticket while at it...
F-tune Performance
![[Image: V-band_om606.jpg]](http://www.f-tune.se/wp-content/uploads/2015/01/V-band_om606.jpg)
![[Image: GTX3582R.jpg]](http://www.f-tune.se/wp-content/uploads/2015/01/GTX3582R.jpg)
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I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
It might happen that I got my hands on some very special forged h-beam rods that allow you to mount a om602 2.9-liter crank in a om605 together with om604 pistons making it a 20v 2.9-liter om605.
What about that
I wounder what a mild porting job, some high lifting camshafts and a good compound setup could do with that.
I think I'll buy myself a lottery ticket while at it...
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-03-2015, 06:03 PM
#2
raysorenson
05-03-2015, 06:03 PM #2That would be a cool motor. In the 124 chassis it would give room for A/C condenser and a big intercooler and be nearly the same size as teh 6 cylinders.
05-04-2015, 01:35 AM
#3
(05-03-2015, 06:03 PM)raysorenson That would be a cool motor. In the 124 chassis it would give room for A/C condenser and a big intercooler and be nearly the same size as teh 6 cylinders.
Yea for sure, it's a super cool engine and I think it would be the perfect setup for guys running the w201 and similar small chassis. And the in line five just sounds so amazing
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
(05-03-2015, 06:03 PM)raysorenson That would be a cool motor. In the 124 chassis it would give room for A/C condenser and a big intercooler and be nearly the same size as teh 6 cylinders.
Yea for sure, it's a super cool engine and I think it would be the perfect setup for guys running the w201 and similar small chassis. And the in line five just sounds so amazing
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-04-2015, 08:35 AM
#5
You've got a PM barrote
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
You've got a PM barrote
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-05-2015, 02:41 AM
#7
(05-04-2015, 07:42 PM)baldur Do you know if the OM602 2.9 crank and the OM662 crank are interchangable?
Have not taken a closer look but in my mind yea sure. Can't be that much that differs.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
(05-04-2015, 07:42 PM)baldur Do you know if the OM602 2.9 crank and the OM662 crank are interchangable?
Have not taken a closer look but in my mind yea sure. Can't be that much that differs.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-07-2015, 03:41 AM
#9
The om606 is awesome as is on 3-liter. No need for more. If you have lag, just change to a ball bearing turbo
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
Nahhhh loose that awesome 5cyl sound and get an extra 20cm under the bonnet The om606 is awesome as is on 3-liter. No need for more. If you have lag, just change to a ball bearing turbo
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-07-2015, 05:58 PM
#11
I might have an application where the 4-cylinder would fit, and the displacement is allowed to be anywhere between 2.0L and 3.0L.
I don't think the 5-cylinder version will physically fit.
Steve.
Fred - just curious - what do you think the maximum displacement for a 4 cylinder version of the OM60x series would be?
I might have an application where the 4-cylinder would fit, and the displacement is allowed to be anywhere between 2.0L and 3.0L.
I don't think the 5-cylinder version will physically fit.
Steve.
05-08-2015, 01:23 PM
#12
(05-07-2015, 05:58 PM)Jetmugg Fred - just curious - what do you think the maximum displacement for a 4 cylinder version of the OM60x series would be?
I might have an application where the 4-cylinder would fit, and the displacement is allowed to be anywhere between 2.0L and 3.0L.
I don't think the 5-cylinder version will physically fit.
Steve.
Would be an awesome hybrid. Longest 4cyl stroke could be the om601 with 92.4mm stroke and then you can go 89.5mm bore. That would give you just over 2.3-liters. If we go down from 51.6mm big end to 48mm we would get an extra 1.8mm stroke and reach 2370cc
Can be possible to go a bit higher but I think 2.5-liter is really hard.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
(05-07-2015, 05:58 PM)Jetmugg Fred - just curious - what do you think the maximum displacement for a 4 cylinder version of the OM60x series would be?
I might have an application where the 4-cylinder would fit, and the displacement is allowed to be anywhere between 2.0L and 3.0L.
I don't think the 5-cylinder version will physically fit.
Steve.
Would be an awesome hybrid. Longest 4cyl stroke could be the om601 with 92.4mm stroke and then you can go 89.5mm bore. That would give you just over 2.3-liters. If we go down from 51.6mm big end to 48mm we would get an extra 1.8mm stroke and reach 2370cc
Can be possible to go a bit higher but I think 2.5-liter is really hard.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-09-2015, 05:29 AM
#13
i´ve been in the junk yard, found 602.982 block, and 662 D29.
i´ve taken some measures and the block height is the same as in the 605.
so the 982 is DI so the pistons had to be changed, and are they the same size (pin diameter and height of crown) as the 604 89mm
the D29 has everithing on it just the piston need to be made to clear the 4 valve head.
a question that hunts me , the crank main bearings are the same diameter in all MB´s?
i suspect the 89mm multivalve piston is the same size as the D29. (pin and crown height), if this the case what would be the best piston to use , the turbo d29 or the N/A 604, cause i can´t lay my hands on the TD ones.
and if this is the case , we can make the 605. in 2900 cc. with small small modification.
your opinion would be much apreciated.
regards
FD,
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mr Fras,
i´ve been in the junk yard, found 602.982 block, and 662 D29.
i´ve taken some measures and the block height is the same as in the 605.
so the 982 is DI so the pistons had to be changed, and are they the same size (pin diameter and height of crown) as the 604 89mm
the D29 has everithing on it just the piston need to be made to clear the 4 valve head.
a question that hunts me , the crank main bearings are the same diameter in all MB´s?
i suspect the 89mm multivalve piston is the same size as the D29. (pin and crown height), if this the case what would be the best piston to use , the turbo d29 or the N/A 604, cause i can´t lay my hands on the TD ones.
and if this is the case , we can make the 605. in 2900 cc. with small small modification.
your opinion would be much apreciated.
regards
FD,
Powered by tractor fuel
05-09-2015, 11:29 AM
#14
(05-07-2015, 05:58 PM)Jetmugg Fred - just curious - what do you think the maximum displacement for a 4 cylinder version of the OM60x series would be?
I might have an application where the 4-cylinder would fit, and the displacement is allowed to be anywhere between 2.0L and 3.0L.
I don't think the 5-cylinder version will physically fit.
Steve.
Steve, don't forget about the VM Motori/Duramax 2.8 CRD 4-cylinder that'll become much more common now that it's being used in pickups stateside. I'm interested to see the bellhousing pattern because mine is mated to a V8 auto from the factory (545 RFE) and *might* bolt up to other inline configured engines.
Sorry to interject.
(05-07-2015, 05:58 PM)Jetmugg Fred - just curious - what do you think the maximum displacement for a 4 cylinder version of the OM60x series would be?
I might have an application where the 4-cylinder would fit, and the displacement is allowed to be anywhere between 2.0L and 3.0L.
I don't think the 5-cylinder version will physically fit.
Steve.
Steve, don't forget about the VM Motori/Duramax 2.8 CRD 4-cylinder that'll become much more common now that it's being used in pickups stateside. I'm interested to see the bellhousing pattern because mine is mated to a V8 auto from the factory (545 RFE) and *might* bolt up to other inline configured engines.
Sorry to interject.
05-09-2015, 02:32 PM
#15
(05-09-2015, 05:29 AM)barrote mr Fras,
i´ve been in the junk yard, found 602.982 block, and 662 D29.
i´ve taken some measures and the block height is the same as in the 605.
so the 982 is DI so the pistons had to be changed, and are they the same size (pin diameter and height of crown) as the 604 89mm
the D29 has everithing on it just the piston need to be made to clear the 4 valve head.
a question that hunts me , the crank main bearings are the same diameter in all MB´s?
i suspect the 89mm multivalve piston is the same size as the D29. (pin and crown height), if this the case what would be the best piston to use , the turbo d29 or the N/A 604, cause i can´t lay my hands on the TD ones.
and if this is the case , we can make the 605. in 2900 cc. with small small modification.
your opinion would be much apreciated.
regards
I don't know the compression hight of the d29 pistons but I do know the one in the om604 and the custom forged rods I've ordered is the right length to accommodate that
Take a measurement of the d29 rods. If they are the same length as the om605/606 you are god to go with those pistons and a 4-valve head (only 87mm though).
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
(05-09-2015, 05:29 AM)barrote mr Fras,
i´ve been in the junk yard, found 602.982 block, and 662 D29.
i´ve taken some measures and the block height is the same as in the 605.
so the 982 is DI so the pistons had to be changed, and are they the same size (pin diameter and height of crown) as the 604 89mm
the D29 has everithing on it just the piston need to be made to clear the 4 valve head.
a question that hunts me , the crank main bearings are the same diameter in all MB´s?
i suspect the 89mm multivalve piston is the same size as the D29. (pin and crown height), if this the case what would be the best piston to use , the turbo d29 or the N/A 604, cause i can´t lay my hands on the TD ones.
and if this is the case , we can make the 605. in 2900 cc. with small small modification.
your opinion would be much apreciated.
regards
I don't know the compression hight of the d29 pistons but I do know the one in the om604 and the custom forged rods I've ordered is the right length to accommodate that
Take a measurement of the d29 rods. If they are the same length as the om605/606 you are god to go with those pistons and a 4-valve head (only 87mm though).
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
05-09-2015, 02:35 PM
#16
(05-09-2015, 05:29 AM)barrote mr Fras,Earlier i chatted with F.R.A.S. on the facebook group and he said that the 2.2 OM604 uses the same rod as our 84mm stroke om605/606 engines even though the stroke is 86.6mm, 2,6mm longer. The 604 89mm piston supposedly has reduced piston crown height compared to 606 pistons otherwise it would stick out of the block.
i´ve been in the junk yard, found 602.982 block, and 662 D29.
i´ve taken some measures and the block height is the same as in the 605.
so the 982 is DI so the pistons had to be changed, and are they the same size (pin diameter and height of crown) as the 604 89mm
the D29 has everithing on it just the piston need to be made to clear the 4 valve head.
a question that hunts me , the crank main bearings are the same diameter in all MB´s?
i suspect the 89mm multivalve piston is the same size as the D29. (pin and crown height), if this the case what would be the best piston to use , the turbo d29 or the N/A 604, cause i can´t lay my hands on the TD ones.
and if this is the case , we can make the 605. in 2900 cc. with small small modification.
your opinion would be much apreciated.
regards
(05-09-2015, 05:29 AM)barrote mr Fras,Earlier i chatted with F.R.A.S. on the facebook group and he said that the 2.2 OM604 uses the same rod as our 84mm stroke om605/606 engines even though the stroke is 86.6mm, 2,6mm longer. The 604 89mm piston supposedly has reduced piston crown height compared to 606 pistons otherwise it would stick out of the block.
i´ve been in the junk yard, found 602.982 block, and 662 D29.
i´ve taken some measures and the block height is the same as in the 605.
so the 982 is DI so the pistons had to be changed, and are they the same size (pin diameter and height of crown) as the 604 89mm
the D29 has everithing on it just the piston need to be made to clear the 4 valve head.
a question that hunts me , the crank main bearings are the same diameter in all MB´s?
i suspect the 89mm multivalve piston is the same size as the D29. (pin and crown height), if this the case what would be the best piston to use , the turbo d29 or the N/A 604, cause i can´t lay my hands on the TD ones.
and if this is the case , we can make the 605. in 2900 cc. with small small modification.
your opinion would be much apreciated.
regards
05-11-2015, 03:30 AM
#17
Both the 602.982 and the 662 D29 have the same block height same as the 605 , more less one mm. the measure a did was from center of crank to top of block. that i´m positive , the internals are good for that. what i dont know is the crank main bearings, do they fit the 605 block?
the pistons , well i can go with the 662 turbo ones, or the 604 N/A if the pins are the same size.
if future i may end up with the custom made rods, but now i just want to try with old spares.
thanks
FD,
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well, that did not answered my question.
Both the 602.982 and the 662 D29 have the same block height same as the 605 , more less one mm. the measure a did was from center of crank to top of block. that i´m positive , the internals are good for that. what i dont know is the crank main bearings, do they fit the 605 block?
the pistons , well i can go with the 662 turbo ones, or the 604 N/A if the pins are the same size.
if future i may end up with the custom made rods, but now i just want to try with old spares.
thanks
FD,
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06-03-2015, 05:37 AM
#18
i got to choose between direct injected pistons from a 602.98X or IDI pistons from a 602.
question is wich ones are better for high RPM´s, and STD purposes, your opinions would be much appreciated.
regards.
FD,
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question , i have all is needed for the 605 D 29
i got to choose between direct injected pistons from a 602.98X or IDI pistons from a 602.
question is wich ones are better for high RPM´s, and STD purposes, your opinions would be much appreciated.
regards.
FD,
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06-03-2015, 02:29 PM
#19
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
You need 89mm pistons to do 2.9-liter and om604 is the only piston that clears the 4-valve head of the om605.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
06-04-2015, 05:41 AM
#20
i got to chose between 3 kinds. the 89mm from the 604 D22 wich is N/A piston and IDI.
the 89mm 602 D 29 piston wich is a TD and IDI and need some machinning.
the 89mm 602.98X piston wich is a TD and DI piston
and there´s another one from the 89mm family found in the 6 cylinder 3.5 engines. wich i dont have access to one.
i would apreciate your replies , and understood that for member FRAS the 604 is the solution even being a N/A piston, correct?
regards
FD,
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thanks F.R.A.S. my question is what piston is best for high RPM the IDI or the DI pistons as well as the best for STD purposes.
i got to chose between 3 kinds. the 89mm from the 604 D22 wich is N/A piston and IDI.
the 89mm 602 D 29 piston wich is a TD and IDI and need some machinning.
the 89mm 602.98X piston wich is a TD and DI piston
and there´s another one from the 89mm family found in the 6 cylinder 3.5 engines. wich i dont have access to one.
i would apreciate your replies , and understood that for member FRAS the 604 is the solution even being a N/A piston, correct?
regards
FD,
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06-05-2015, 02:59 PM
#21
The Om602 89mm piston are made for a 2v head and has to be used with that and those are already 2.9-liter and what we are taking about here are a om605 2.9-liter with requires a om605 4-valve head
That means you only have ONE option.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
You have to have the right piston for your head. So a IDI 4-valve head requires a 4-valve IDI piston = om604
The Om602 89mm piston are made for a 2v head and has to be used with that and those are already 2.9-liter and what we are taking about here are a om605 2.9-liter with requires a om605 4-valve head
That means you only have ONE option.
F-tune Performance
I can help you out with all your manual transmission, clutch, flywheel, intake and exhaust manifold issues.
06-05-2015, 03:39 PM
#22
but i see some dificults doing that. starting with the timing advance.
my only concern with the 604 piston is the fact that is not a turbo piston , at least i dont have or know 604´s in the turbo versions, otherwise it would be the piston of choice.
and what about the pin diameter, is it so diff from the 602 piston?
FD,
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come on FRAS a piston is a piston u can cut drill and shape it it will work., the main idea behind the 605 d29 was to be direc injected.
but i see some dificults doing that. starting with the timing advance.
my only concern with the 604 piston is the fact that is not a turbo piston , at least i dont have or know 604´s in the turbo versions, otherwise it would be the piston of choice.
and what about the pin diameter, is it so diff from the 602 piston?
FD,
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what about cdi pistons?
08-08-2016, 03:54 PM
#25
What parts do i need to find/buy?
-----------------------------------------------------------------------------------------------------------------------------
Mercedes 190 -92, om605 Stroker 2.75L, Dieselmeken 7,5mm (160cc) EDC with Baldur DSL1 ECU, Garrett GTX3576R A/R 1.06 without WG, SMF, 716.661 (SG-S370/6) Gearbox
I lift this up again because im starting to think about the upgrades for this winter.
What parts do i need to find/buy?
-----------------------------------------------------------------------------------------------------------------------------
Mercedes 190 -92, om605 Stroker 2.75L, Dieselmeken 7,5mm (160cc) EDC with Baldur DSL1 ECU, Garrett GTX3576R A/R 1.06 without WG, SMF, 716.661 (SG-S370/6) Gearbox
08-10-2016, 12:17 PM
#26
(06-06-2015, 09:20 AM)barrote CDI pistons are in 88mm width and direct injected. and made to run at low RPM. so not suitable.
How they are made to be low RPM? CDI has rev limiter of 5200RPM, prechambers the same..so? But yes, that big hole in the middle gets in the way with IDI use.
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
(06-06-2015, 09:20 AM)barrote CDI pistons are in 88mm width and direct injected. and made to run at low RPM. so not suitable.
How they are made to be low RPM? CDI has rev limiter of 5200RPM, prechambers the same..so? But yes, that big hole in the middle gets in the way with IDI use.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
08-14-2016, 08:38 AM
#27
(08-10-2016, 12:17 PM)starynovy(06-06-2015, 09:20 AM)barrote CDI pistons are in 88mm width and direct injected. and made to run at low RPM. so not suitable.
How they are made to be low RPM? CDI has rev limiter of 5200RPM, prechambers the same..so? But yes, that big hole in the middle gets in the way with IDI use.
Heavier & not pressure die cast & made of cheese? *pure speculation..*
Installed:
OM606/722.6, big IC, W220 brakes.
Planned:
DIY manifold, compound, 722.6 controller, built IP.
[i]Less rust.. [/i]
(08-10-2016, 12:17 PM)starynovy(06-06-2015, 09:20 AM)barrote CDI pistons are in 88mm width and direct injected. and made to run at low RPM. so not suitable.
How they are made to be low RPM? CDI has rev limiter of 5200RPM, prechambers the same..so? But yes, that big hole in the middle gets in the way with IDI use.
Heavier & not pressure die cast & made of cheese? *pure speculation..*
Installed:
OM606/722.6, big IC, W220 brakes.
Planned:
DIY manifold, compound, 722.6 controller, built IP.
[i]Less rust.. [/i]
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