OM606 swap into facelift W210 (2000-2003)
OM606 swap into facelift W210 (2000-2003)
I have been wondering if it would be possible to swap an OM606 engine into post facelift W210 models? I have been heavily considering getting myself a Superturbo, but I'm not that big of a fan of W124 and W210 with OM606 are pretty hard to find with low mileage and with the equipment that I want. So it got me thinking would OM606 fit bolt-on into a newer chassis or would some modifications be required? Would it fit into 320cdi 4matic by chance? I think that the transmission from 320cdi has a different flange that do not fit OM606 but as far as I know replacing the flange is not a big problem.
Hi,
I have been wondering if it would be possible to swap an OM606 engine into post facelift W210 models? I have been heavily considering getting myself a Superturbo, but I'm not that big of a fan of W124 and W210 with OM606 are pretty hard to find with low mileage and with the equipment that I want. So it got me thinking would OM606 fit bolt-on into a newer chassis or would some modifications be required? Would it fit into 320cdi 4matic by chance? I think that the transmission from 320cdi has a different flange that do not fit OM606 but as far as I know replacing the flange is not a big problem.
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Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Apart from this being utterly stupid I think you messed up some models. W210 never came with 4x4 CDI.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Yes, in fact CDI is much stronger than OM606 which dont crumble to pieces only because power comes at high revs. It would never withstand torque (power) so great that CDI does for breakfast stock.. 500Nm at 1600RPM, try that with 606 for how long rods will stay inside.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
(06-27-2017, 05:58 AM)barrote Who would do that!!!! If u have the 320 cdi option ...
That 613/48 is as though as a 606 and a lot more powerfull in stock...
You are correct 613/48 is tough like the 606 but more powerful then stock because of the common rail system.
(06-28-2017, 01:56 PM)Misha Is 320cdi really as strong as OM606? Strong as in 600WHP without changing engine internals as done by DieselPumpUK?
I don't care for DieselPumpUK's dyno numbers. If I saw it on the track and their trap speeds it would be a different story. They push product that's about it.
(06-28-2017, 03:20 PM)starynovy Yes, in fact CDI is much stronger than OM606 which dont crumble to pieces only because power comes at high revs. It would never withstand torque (power) so great that CDI does for breakfast stock.. 500Nm at 1600RPM, try that with 606 for how long rods will stay inside.
This is not true. 606's can make power low with the right turbo and will last just fine. Now people who have issues are do to high back pressure, improper valve train, improper waste gating and restrictive exhausts. But like with all the forums people don't want to spend the money. People go to the junkyard and put semi truck turbo's and expect the 606 to spool the trubo quickly? With a CDI you chip it and you get your 400-600NM for a couple hundred dollars and your done.
He didn't ask for opinions but whether or not it was possible. If he has the money he's free to do whatever he please's just like anyone else in this world. His first few posts on this forum shouldn't be ridiculed but treated respectfully.
(06-27-2017, 05:58 AM)barrote Who would do that!!!! If u have the 320 cdi option ...
That 613/48 is as though as a 606 and a lot more powerfull in stock...
You are correct 613/48 is tough like the 606 but more powerful then stock because of the common rail system.
(06-28-2017, 01:56 PM)Misha Is 320cdi really as strong as OM606? Strong as in 600WHP without changing engine internals as done by DieselPumpUK?
I don't care for DieselPumpUK's dyno numbers. If I saw it on the track and their trap speeds it would be a different story. They push product that's about it.
(06-28-2017, 03:20 PM)starynovy Yes, in fact CDI is much stronger than OM606 which dont crumble to pieces only because power comes at high revs. It would never withstand torque (power) so great that CDI does for breakfast stock.. 500Nm at 1600RPM, try that with 606 for how long rods will stay inside.
This is not true. 606's can make power low with the right turbo and will last just fine. Now people who have issues are do to high back pressure, improper valve train, improper waste gating and restrictive exhausts. But like with all the forums people don't want to spend the money. People go to the junkyard and put semi truck turbo's and expect the 606 to spool the trubo quickly? With a CDI you chip it and you get your 400-600NM for a couple hundred dollars and your done.
As of me i wasn't put no one in the ridiculous side of anything...
I've seen a lot more dificult conversions , like w201 with 612 with dash and everithing...
Why would that be dificult to convert from can and multiplex to a mech engine or to the EDC pump... not that hard.
A 606 will never produce the same tq in low rev as a 613 stock, why? not cause the common rail or other fancy hardware is just the 606 is a INDIRECT INJECTION most often called compression ignition engine!!! no mater what pressure u give it, it will always be a compression ignition engine... on the other hand 613 is a DIRECT INJECTION engine also called compression combustion engine, a lot diff in the way fuel ignites and how fast it does... ad a litle extra air and boom .
I don't want to be agressive with anyone but one must be resonable , installing a 606 in place of 613 is odd like saying the 606 will have same tq as a 613 with the right turbo is also odd.
About the DPUK, i don't know the dinos there but in my planet is a fella with a calibrated bench when we compare the 300hp ibiza and others usually the numbers don't add very well discrepancy can be as much as 100hp and the street /drag/circuit will tell the diff.
I personally have a lot of dought about those numbers...
Regards to all.
FD,
Powered by tractor fuel
Mister nw124,
As of me i wasn't put no one in the ridiculous side of anything...
I've seen a lot more dificult conversions , like w201 with 612 with dash and everithing...
Why would that be dificult to convert from can and multiplex to a mech engine or to the EDC pump... not that hard.
A 606 will never produce the same tq in low rev as a 613 stock, why? not cause the common rail or other fancy hardware is just the 606 is a INDIRECT INJECTION most often called compression ignition engine!!! no mater what pressure u give it, it will always be a compression ignition engine... on the other hand 613 is a DIRECT INJECTION engine also called compression combustion engine, a lot diff in the way fuel ignites and how fast it does... ad a litle extra air and boom .
I don't want to be agressive with anyone but one must be resonable , installing a 606 in place of 613 is odd like saying the 606 will have same tq as a 613 with the right turbo is also odd.
About the DPUK, i don't know the dinos there but in my planet is a fella with a calibrated bench when we compare the 300hp ibiza and others usually the numbers don't add very well discrepancy can be as much as 100hp and the street /drag/circuit will tell the diff.
I personally have a lot of dought about those numbers...
Regards to all.
FD,
Powered by tractor fuel
(06-28-2017, 10:32 PM)barrote Mister nw124,
As of me i wasn't put no one in the ridiculous side of anything...
I've seen a lot more dificult conversions , like w201 with 612 with dash and everithing...
Why would that be dificult to convert from can and multiplex to a mech engine or to the EDC pump... not that hard.
A 606 will never produce the same tq in low rev as a 613 stock, why? not cause the common rail or other fancy hardware is just the 606 is a INDIRECT INJECTION most often called compression ignition engine!!! no mater what pressure u give it, it will always be a compression ignition engine... on the other hand 613 is a DIRECT INJECTION engine also called compression combustion engine, a lot diff in the way fuel ignites and how fast it does... ad a litle extra air and boom .
I don't want to be agressive with anyone but one must be resonable , installing a 606 in place of 613 is odd like saying the 606 will have same tq as a 613 with the right turbo is also odd.
About the DPUK, i don't know the dinos there but in my planet is a fella with a calibrated bench when we compare the 300hp ibiza and others usually the numbers don't add very well discrepancy can be as much as 100hp and the street /drag/circuit will tell the diff.
I personally have a lot of dought about those numbers...
Regards to all.
Mr. Barrote
If you read carefully I did not suggest or imply that a 606 will produce the same tq in low rev's as a 613/648 or another non indirect injected motor "Stock". That clearly will never happen. I was saying a properly thought out 606 that is compounded or equipped with a modern single turbo will surprise many people. I have a common rail diesel with 600+WHP and 1100+FT LBS so I do not feel the need to discuss intricacies of that nature or motor.
I could have asked Mr. Whipplem104 to install a OM648 into my w124 but I wanted a high revving mechanically injected inline 6 engine and the main reason is my affinity to the sound of this engine in the higher revs. I've seen this engine do amazing things and we are just getting started on some exciting things in the coming months..
As for the lovely folks at DPUK I'm not impressed at the slightest and I can tell you with upmost certainty those numbers are bullshit. And as you've wrote about discrepancies on the dyno I've seen some greater than 100hp between machines.
Mr. Misha had an honest question and honest non opinionated responses I feel like everyone deserves. I don't feel like anyone needs to hear their ideas being called stupid. If that swap is what interests him the least we can do is help him figure out what it would entail.
(06-28-2017, 10:32 PM)barrote Mister nw124,
As of me i wasn't put no one in the ridiculous side of anything...
I've seen a lot more dificult conversions , like w201 with 612 with dash and everithing...
Why would that be dificult to convert from can and multiplex to a mech engine or to the EDC pump... not that hard.
A 606 will never produce the same tq in low rev as a 613 stock, why? not cause the common rail or other fancy hardware is just the 606 is a INDIRECT INJECTION most often called compression ignition engine!!! no mater what pressure u give it, it will always be a compression ignition engine... on the other hand 613 is a DIRECT INJECTION engine also called compression combustion engine, a lot diff in the way fuel ignites and how fast it does... ad a litle extra air and boom .
I don't want to be agressive with anyone but one must be resonable , installing a 606 in place of 613 is odd like saying the 606 will have same tq as a 613 with the right turbo is also odd.
About the DPUK, i don't know the dinos there but in my planet is a fella with a calibrated bench when we compare the 300hp ibiza and others usually the numbers don't add very well discrepancy can be as much as 100hp and the street /drag/circuit will tell the diff.
I personally have a lot of dought about those numbers...
Regards to all.
Mr. Barrote
If you read carefully I did not suggest or imply that a 606 will produce the same tq in low rev's as a 613/648 or another non indirect injected motor "Stock". That clearly will never happen. I was saying a properly thought out 606 that is compounded or equipped with a modern single turbo will surprise many people. I have a common rail diesel with 600+WHP and 1100+FT LBS so I do not feel the need to discuss intricacies of that nature or motor.
I could have asked Mr. Whipplem104 to install a OM648 into my w124 but I wanted a high revving mechanically injected inline 6 engine and the main reason is my affinity to the sound of this engine in the higher revs. I've seen this engine do amazing things and we are just getting started on some exciting things in the coming months..
As for the lovely folks at DPUK I'm not impressed at the slightest and I can tell you with upmost certainty those numbers are bullshit. And as you've wrote about discrepancies on the dyno I've seen some greater than 100hp between machines.
Mr. Misha had an honest question and honest non opinionated responses I feel like everyone deserves. I don't feel like anyone needs to hear their ideas being called stupid. If that swap is what interests him the least we can do is help him figure out what it would entail.
(06-29-2017, 12:46 AM)NW124These newer diesels are so nice around town with their vnt turbos and low rpm torque. The v6 3L tdi touareg makes 400 ft lb torque across the range, under 2000 rpm, and the motor it replaced was a 5L v10 or something with only 500 torque. Not sure how much is the vnt and how much is the common rail, but it Seems pretty clear the original poster might not have appreciated this.(06-28-2017, 10:32 PM)barrote Mister nw124,
As of me i wasn't put no one in the ridiculous side of anything...
I've seen a lot more dificult conversions , like w201 with 612 with dash and everithing...
Why would that be dificult to convert from can and multiplex to a mech engine or to the EDC pump... not that hard.
A 606 will never produce the same tq in low rev as a 613 stock, why? not cause the common rail or other fancy hardware is just the 606 is a INDIRECT INJECTION most often called compression ignition engine!!! no mater what pressure u give it, it will always be a compression ignition engine... on the other hand 613 is a DIRECT INJECTION engine also called compression combustion engine, a lot diff in the way fuel ignites and how fast it does... ad a litle extra air and boom .
I don't want to be agressive with anyone but one must be resonable , installing a 606 in place of 613 is odd like saying the 606 will have same tq as a 613 with the right turbo is also odd.
About the DPUK, i don't know the dinos there but in my planet is a fella with a calibrated bench when we compare the 300hp ibiza and others usually the numbers don't add very well discrepancy can be as much as 100hp and the street /drag/circuit will tell the diff.
I personally have a lot of dought about those numbers...
Regards to all.
Mr. Barrote
If you read carefully I did not suggest or imply that a 606 will produce the same tq in low rev's as a 613/648 or another non indirect injected motor "Stock". That clearly will never happen. I was saying a properly thought out 606 that is compounded or equipped with a modern single turbo will surprise many people. I have a common rail diesel with 600+WHP and 1100+FT LBS so I do not feel the need to discuss intricacies of that nature or motor.
I could have asked Mr. Whipplem104 to install a OM648 into my w124 but I wanted a high revving mechanically injected inline 6 engine and the main reason is my affinity to the sound of this engine in the higher revs. I've seen this engine do amazing things and we are just getting started on some exciting things in the coming months..
As for the lovely folks at DPUK I'm not impressed at the slightest and I can tell you with upmost certainty those numbers are bullshit. And as you've wrote about discrepancies on the dyno I've seen some greater than 100hp between machines.
Mr. Misha had an honest question and honest non opinionated responses I feel like everyone deserves. I don't feel like anyone needs to hear their ideas being called stupid. If that swap is what interests him the least we can do is help him figure out what it would entail.
I have the stock k14 7026 on a 606 with mechanical 6mm 603 pump at modest setting. It has a tiny exhaust housing. Still doesnt spool until about 2800, unless I plant my foot. I will put the compounds on soon, sized for low end torque, but I am not sure I will ever see the sort of grunt I get from the touareg motor. We shall see.
I hear the new mercedes diesels are very nice motors. But the cars sound like they need lots of maintenance, expensive keys, bla bla. I like the simplicity of a machine with no computer to hack. Cheaper to run for sure. Two new keys from dealer were $50, not $450. And the thieves cannot hack the keys with a cheap radio scanner, like they do to every other newer car in my neighborhood.
I like my kids to understand there was a time when stuff was just mechanical, and it still worked, even if not quite as slick as the new stuff.
atypicalguy
06-29-2017, 05:11 AM #11(06-29-2017, 12:46 AM)NW124These newer diesels are so nice around town with their vnt turbos and low rpm torque. The v6 3L tdi touareg makes 400 ft lb torque across the range, under 2000 rpm, and the motor it replaced was a 5L v10 or something with only 500 torque. Not sure how much is the vnt and how much is the common rail, but it Seems pretty clear the original poster might not have appreciated this.(06-28-2017, 10:32 PM)barrote Mister nw124,
As of me i wasn't put no one in the ridiculous side of anything...
I've seen a lot more dificult conversions , like w201 with 612 with dash and everithing...
Why would that be dificult to convert from can and multiplex to a mech engine or to the EDC pump... not that hard.
A 606 will never produce the same tq in low rev as a 613 stock, why? not cause the common rail or other fancy hardware is just the 606 is a INDIRECT INJECTION most often called compression ignition engine!!! no mater what pressure u give it, it will always be a compression ignition engine... on the other hand 613 is a DIRECT INJECTION engine also called compression combustion engine, a lot diff in the way fuel ignites and how fast it does... ad a litle extra air and boom .
I don't want to be agressive with anyone but one must be resonable , installing a 606 in place of 613 is odd like saying the 606 will have same tq as a 613 with the right turbo is also odd.
About the DPUK, i don't know the dinos there but in my planet is a fella with a calibrated bench when we compare the 300hp ibiza and others usually the numbers don't add very well discrepancy can be as much as 100hp and the street /drag/circuit will tell the diff.
I personally have a lot of dought about those numbers...
Regards to all.
Mr. Barrote
If you read carefully I did not suggest or imply that a 606 will produce the same tq in low rev's as a 613/648 or another non indirect injected motor "Stock". That clearly will never happen. I was saying a properly thought out 606 that is compounded or equipped with a modern single turbo will surprise many people. I have a common rail diesel with 600+WHP and 1100+FT LBS so I do not feel the need to discuss intricacies of that nature or motor.
I could have asked Mr. Whipplem104 to install a OM648 into my w124 but I wanted a high revving mechanically injected inline 6 engine and the main reason is my affinity to the sound of this engine in the higher revs. I've seen this engine do amazing things and we are just getting started on some exciting things in the coming months..
As for the lovely folks at DPUK I'm not impressed at the slightest and I can tell you with upmost certainty those numbers are bullshit. And as you've wrote about discrepancies on the dyno I've seen some greater than 100hp between machines.
Mr. Misha had an honest question and honest non opinionated responses I feel like everyone deserves. I don't feel like anyone needs to hear their ideas being called stupid. If that swap is what interests him the least we can do is help him figure out what it would entail.
I have the stock k14 7026 on a 606 with mechanical 6mm 603 pump at modest setting. It has a tiny exhaust housing. Still doesnt spool until about 2800, unless I plant my foot. I will put the compounds on soon, sized for low end torque, but I am not sure I will ever see the sort of grunt I get from the touareg motor. We shall see.
I hear the new mercedes diesels are very nice motors. But the cars sound like they need lots of maintenance, expensive keys, bla bla. I like the simplicity of a machine with no computer to hack. Cheaper to run for sure. Two new keys from dealer were $50, not $450. And the thieves cannot hack the keys with a cheap radio scanner, like they do to every other newer car in my neighborhood.
I like my kids to understand there was a time when stuff was just mechanical, and it still worked, even if not quite as slick as the new stuff.
Second, for a stupid question goes stupid answer. He asked if it can be done, answer is yes.. when it comes to this, impossible is nothing. This however does not say that his idea is not stupid. When I ignore all technical aspects why CDI is superior to OM606 on the road, there are hundreds of proper E300TD in Poland for few euros so why in the bloody fuck would you take time and effort to kick out 613 and swap 606 when you can buy already roadgoing 606 for 700€? Why? We will ignore luke dale who is not fan of freaking electronics and rather dumps OM612 from W211 and implants OM605.. fuckin twat.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Firstly I am glad that not everybody thinks that self-important wanker is god of tuning.
Second, for a stupid question goes stupid answer. He asked if it can be done, answer is yes.. when it comes to this, impossible is nothing. This however does not say that his idea is not stupid. When I ignore all technical aspects why CDI is superior to OM606 on the road, there are hundreds of proper E300TD in Poland for few euros so why in the bloody fuck would you take time and effort to kick out 613 and swap 606 when you can buy already roadgoing 606 for 700€? Why? We will ignore luke dale who is not fan of freaking electronics and rather dumps OM612 from W211 and implants OM605.. fuckin twat.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
To be honest, what I wanted to do at first was to get a W210 with an OM606, get the pump modified to 7,5mm or 8mm elements, swap the car's ECU with this: https://controls.is , then put some compound turbo set up on it and swap the transmission to 722.634 with Ole's controller and since I know quite a bit about car mechanics I would be able to do most of the modifications on my own. But the problem is, it is very difficult to find W210 with OM606 in good condition, I searched for them in Germany on Autoscout and I only found less than 20, and only 1 with heated front seats and no leather (I don't want leather seats). Also I don't want to buy a car here in Poland since most of them have fake mileage, have been repaired with cheapest parts or might have even been welded from two separate vehicles. I would rather pay more and have something that was not crashed, has a reasonable mileage and a service history.
So an idea came into my mind to buy something that's more abundant and just put the OM606 in there, not necessarily 320cdi, it could be 220cdi or even some petrol model. I only asked about 320cdi because I thought for a second that I could get one with 4matic drive but it turned out that I was wrong.
It's just easier to find an OM606 engine than an OM606 with a car in good condition strapped onto it
From all the research that I did, it appeared to me that OM606 is something like the 2JZ-GTE in the petrol world is, that it can take 3-4bars of boost and 600WHP with stock internals and that more modern diesels like 320cdi cannot accomplish that. Turns out that it is also not entirely true and that I could as well just build OM613 instead of OM606. I like the sound of the OM606 though, that clicking of the cr injectors just kills the 613's sound for me.
If DPUK numbers are so disputable, would a stock OM606 blow up or be unreliable when boosted to 600HP?
What I wanted to accomplish was to build a sleeper diesel with 500-600WHP that could also serve as a daily and would be drivable without revving it high. Is OM613 better for such build? With OM613 it appears to me that it would cost more to achieve such power since I would probably have to get bigger injectors and common rail pump, right?
It will be at least a year before I begin doing this build but I like to plan things ahead.
I will greatly appreciate any advice that you can give me.
Oh well, I got quite a lot of interesting information from all the posts above, some of it eye opening.
To be honest, what I wanted to do at first was to get a W210 with an OM606, get the pump modified to 7,5mm or 8mm elements, swap the car's ECU with this: https://controls.is , then put some compound turbo set up on it and swap the transmission to 722.634 with Ole's controller and since I know quite a bit about car mechanics I would be able to do most of the modifications on my own. But the problem is, it is very difficult to find W210 with OM606 in good condition, I searched for them in Germany on Autoscout and I only found less than 20, and only 1 with heated front seats and no leather (I don't want leather seats). Also I don't want to buy a car here in Poland since most of them have fake mileage, have been repaired with cheapest parts or might have even been welded from two separate vehicles. I would rather pay more and have something that was not crashed, has a reasonable mileage and a service history.
So an idea came into my mind to buy something that's more abundant and just put the OM606 in there, not necessarily 320cdi, it could be 220cdi or even some petrol model. I only asked about 320cdi because I thought for a second that I could get one with 4matic drive but it turned out that I was wrong.
It's just easier to find an OM606 engine than an OM606 with a car in good condition strapped onto it
From all the research that I did, it appeared to me that OM606 is something like the 2JZ-GTE in the petrol world is, that it can take 3-4bars of boost and 600WHP with stock internals and that more modern diesels like 320cdi cannot accomplish that. Turns out that it is also not entirely true and that I could as well just build OM613 instead of OM606. I like the sound of the OM606 though, that clicking of the cr injectors just kills the 613's sound for me.
If DPUK numbers are so disputable, would a stock OM606 blow up or be unreliable when boosted to 600HP?
What I wanted to accomplish was to build a sleeper diesel with 500-600WHP that could also serve as a daily and would be drivable without revving it high. Is OM613 better for such build? With OM613 it appears to me that it would cost more to achieve such power since I would probably have to get bigger injectors and common rail pump, right?
It will be at least a year before I begin doing this build but I like to plan things ahead.
I will greatly appreciate any advice that you can give me.
Any of those will not push 600hp at wheels , that was why we were contesting DPUK numbers, maybe u can achieve 500 at crank. If u have stupids amounts of money of course 600hp can be done, but reliability and driveability maybe be lost.
The 606 road will require a mech 8mm pump to achive that goal and turbomachinery able to push 40/60 lts sec @ 3.5 to 4 bar absolute with temp correction.
The 613 / 648 road is the same regarding the turbo machinery.
Plus cp3 pump , rail press valve for 2000 bar, injectors for 150/200 ml, MAP sensor for 5 bar. And in the top of this ECU proper tunning.
As they say anithing is doable...
Good luck
FD,
Powered by tractor fuel
Well u got a point in there... but u can buy a w210 from germany in 220/270 604/5 or cdi flavour and drop the 606 or 648 in.
Any of those will not push 600hp at wheels , that was why we were contesting DPUK numbers, maybe u can achieve 500 at crank. If u have stupids amounts of money of course 600hp can be done, but reliability and driveability maybe be lost.
The 606 road will require a mech 8mm pump to achive that goal and turbomachinery able to push 40/60 lts sec @ 3.5 to 4 bar absolute with temp correction.
The 613 / 648 road is the same regarding the turbo machinery.
Plus cp3 pump , rail press valve for 2000 bar, injectors for 150/200 ml, MAP sensor for 5 bar. And in the top of this ECU proper tunning.
As they say anithing is doable...
Good luck
FD,
Powered by tractor fuel
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
Trust me, 500WHP OM606 is not daily driveable. You can do 350-400HP CDI with latest VNT turbo sourced from crashed audi/bmv and that will be daily without lags, smoke and with instanteous power in all revs. Injectors will set you back for 600-800€, CR pump 100, big FMIC 150, that turbo if lucky 300 +software. I can see that around 1500-1700€.. man that ist cost of Dieselmeken pump alone.
-------------------------------------------------------------------------------------------------------------------------
Ex: 525tds 130kW, C250TD 160kW, E320CDI 200kW, ML400CDI 230kW, A6 R5TDI 130kW
Now: Q7 V8TDI 240kW, 320d 150kW, 335d 210kW
I would definitely need a stronger transmission if I were to build anything in the 400+HP range, original transmission is slipping a lot at such power from what I've read. I was counting on the trasmission to just wear quicker but it seems that it just cannot handle such torque. Maybe the transmission from W220 S65AMG would do the trick? It has 1000nm peak torque.
It also seemed advantageous to me that OM606 revs up to 6k or 7k with stffer valve springs, that would probably make it possible to accelerate from 0 to 100 on 2nd gear, with 320cdi I would probably have to change the rear diff to achieve that and it may not be a great idea overall.
Why is it that 500WHP OM606 is not daily drivable? Is it because power would only come at very high revs? I thought that biturbo could fix that problem.
I would definitely need a stronger transmission if I were to build anything in the 400+HP range, original transmission is slipping a lot at such power from what I've read. I was counting on the trasmission to just wear quicker but it seems that it just cannot handle such torque. Maybe the transmission from W220 S65AMG would do the trick? It has 1000nm peak torque.
It also seemed advantageous to me that OM606 revs up to 6k or 7k with stffer valve springs, that would probably make it possible to accelerate from 0 to 100 on 2nd gear, with 320cdi I would probably have to change the rear diff to achieve that and it may not be a great idea overall.
and I am also waiting to see new Herlevi pump since the old 270cc pump I had was not that nice to drive on om606
perhaps there is a reason for not posting...
just because I have not posted them does not mean I have not done any thing, but if that your feeling fine by me, after a very good friend of mine past away I sold a lot of things but have started to collect some equipment for some projects, actually there is 5 projects going on, but one is half sleeping since I can not find the injectors I want to om613/om648
and I am also waiting to see new Herlevi pump since the old 270cc pump I had was not that nice to drive on om606
perhaps there is a reason for not posting...
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