OM606 Turbo Selection for Truck application

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05-13-2020, 09:45 AM #13

(05-13-2020, 08:10 AM)jav1 Sorry, no build thread. I did have to modify the turbo by welding on the matching 606 exhaust flange and clocking it but it mounts just like the om606 and om648 turbo.

And yeah- tough to do a good comparison. Best I can do is- I can start in and hold 2nd gear from a stop. When I do this, within 1 second my RPM is upto 1600 RPM and boost is over 20 PSI. There's a good puff of black smoke but in 1 second I go from 750 -1600 RPM. I don't even know if the smoke limit table is pulling fuel in that 1 second span. I can tell you the VNT feels night and day different to the original KKK and under 4200 RPM the truck feels fantastic.

I do have some pics but not many. I'm busy and lack the time/patience to document as you did.

Also- I struck out finding maps for OE VNT turbo's. I struggled to find a GT2359 off of a OM648 so when I saw an ad in Europe for " Good Turbo with Bad actuator off a 3.0 Mercedes Turbo diesel"- I bought it on the spot hoping it was the 2359. When it arrived and I got the numbers off it is when I realized it was the newer smaller VNT of the V6 Turbo diesel. I figured I had it so I tried it. All in all, I'm still using it and don't feel pressed to change it but above 4200 RPM, it is a problem. I don't operate there unless I'm towing heavy and encounter a long hill- which does happen but otherwise, I do like it.

thanks for the info, from what you are describing it really sounds like the GTB2056V or GTB2060V is what i'm looking for. I'm certainly never over 4k for any extended period of time, only once in a blue moon when I'm slow to shift out of 1st. What sort of high egts are you seeing? I run between 6-800F on the highway with moderate grades with the truck unloaded.

Barrote,
when you suggest the 2056/2256 are not worth the hassle, is that because they don't have a high max power potential? or something else? I was also curious about your comment on these having too much back pressure above 3k. As they were put on 3.2L diesels in some cases, should they not have been designed for this? Or are you suggesting that the EGR port bleeds off some of that back pressure into the intake? My existing setup has the egr port on the manifold capped, with no room to route a 90 fitting to use it as a bypass. My plan would just be to vary the vane geometry to keep the back pressure down as needed at the cost of efficiency. I think this would be OK for my application because I think I spend so little time above 3k.

I don't have the time now, but I'll try to post a table for all these various garret turbos with references on what actuator, cooling, modifications etc are needed. Having a hard time keeping track of which turbo and from what OE application would work best.

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