Very interesting! But honestly, a european 3,0 liter diesel in a Chevrolet Corvette? Isn't that a little bit too far? Of course, when it comes to diesel, Mercedes are the best, no doubt. But Chevrolet Corvette stands for something so different from that. An american V8 icon. Just a reflection. But on the other hand, could be a rare, very nice car with power and fuel economy all in the same time! 👍
@@gaspdahl1 I was going to put a GM 6.5L diesel in it but they weigh around 1000lbs. The OM606 is half the weight and can make twice the power. Putting in a lighter engine and a 5 speed will make it handle better and the mpgs will be off the chart. The Vette is lighter than the W210 E300s.
No15 is the strong block, can come in na& turbo, no 12 and no7 is the skeleton block, has a lot less webbing and strength around mains, only in na, not as strong but still does the job for most people.
Additional comments relating to cars built for USA, 1995 W124 had 606.910 N/A drive by cable engine, early engines had 6mm exhaust valve stems and bolt in oil spray nozzles for piston cooling , later engines had 7mm exhaust valve stems and pressed in piston cooling nozzles, there are engines with 7mm valve stems and bolt in oil spray nozzles due to the modification phase in overlap. 1997 W210 had 606.912 N/A drive by wire (EDC) engine, early engines used a harmonic damper pulley with hardened hub for early rubber style lip front crankshaft seal, later engines used a non hardened balancer hub for use with newer style elastomer front crank seal, all 912 engines had 7mm valve stems and the exhaust valves were not sodium filled. The 912 engine we have has the same casting number on the engine block as our 962 engines and turbo oil feed and return are not machined on the 912 block. 1998-1999 W210 had 606.962 turbo, drive by wire (EDC) engine, all have sodium filled exhaust valves and according to factory documentation the cylinder heads of the turbo engines are heat treated to a higher specification than the N/A heads. These are just a few differences that are not so obvious but can be important depending on what you are looking for.
I plan on doing a boosted NA OM606 into a S13 since the Turbo 606's over here are typically 2-3k whereas a non turbo can be had for 1800 max and as low as 700 bucks or so depending. had many other engine options id like to do (1UZ, M103/104, M119/113/112) but i just love the OM606
Love your Videos...always Liked..... and Subscribed a while ago. For any of your fans in America...I have one of these OM 606 Turbo engines in a Real nice 1998 E300D that I'm willing to sell for $5000.00....runs great and looks real nice sits on 19" AMG wheels...it's in Oregon and I believe it will last for years...230,000 miles on her
I wish I could buy cars from this guy. I really want a nice screamer Diesel from him. Sucks I am in USA. I have 92 2.5L 300D Turbo I absolutely love 380K Miles
could you run the oil return into the valve cover? i've seen some people do that with some stuff, since its easier to pull a valve cover than a oil pan lol
If you mean all motor that is just dumb because their stuff is for turbo applications but if you mean na-t I have heard that the rods and take 225hp with a manual and 260 with an auto. I hope that answered your question.
DPUK. Limiting this donk to no more than 278Hp from the flywheel would be ample - depending on the application ! Looking to upgrade the turbine too ? V.
Just picked up a '94 E300TD - OM606.910 ("S124"); Monark injectors NLA 🤬... after 640,000 Km (as a Taxi), time for a complete 722.xxx tranny checkup. Due to my long history with Airhead BMW motorcycles, always leaned toward Beemers... then picked up E300 wagon, as a tow car; If Mercedes Benz built motorcycles, I'd own one.
Just curious... My non turbo 606-powered E300 w210 Mercedes has an owners manual which does not specify the Mercedes spec number for oil. Thoughts on which Mercedes oil spec or at least proper viscosity and type (synthetic?). Cheers from across the pond!!
I wonder if you could build an engine that could cope with high rpm internally and tune it like a man petrol with cams, gas flowed head, exhaust etc ..... have a pump with no governor. 300 degree cam?! Also have you ever experimented with different pump cam profiles?
I believe the none turbo version was fitted in the w124 series because the turbo wouldn't fit with the steering set up for right hand drive but it did fit in the left hand drive version. That would explain why the blank castings ate there for the turbo bits because it was actually built as a turbo engine but the turbo just wasn't fitted in the right hand drive version.... or maybe I've got that all wrong?
Hmm, my dad used to tell me that story over 25 years ago and I’ve heard it many times since but I have fitted plenty of turbo 606’s to w124 on stock manifolds so maybe it’s an old wives tale???
1995-> Ford Scorpio(bugeye) actually had similar "twin scroll" inlet manifold, they called it "Variable Intake System" and it was fitted to detuned version of RS2000-16v Escort engine featured on Scorpio. It was wanky feature. It would pull at very low rpm, then it would flatten a bit by 2700rpm, before amazing kick at a bit over 2700rpm when the flap moved. Like a turbo, without turbo 🤣😂 Wanky intake sounds also 🤣
So what year/make/model Mercedes should I be looking for to find a turbo OM606? I love your channel. It's highly informative and entertaining at the same time. Have a blessed day.
@@DavidBurgess-captainindustry Ah ok very nice to know and thank you too. "All your OM606 belong to us." 😂 I really want one slapped in an older classic truck. Hopefully. Either way this channel and knowledge is fucking great. Have a blessed night.
Super interesting video. Though I find myself in a unique position. I got my motor from a dismantler, and it's a W210 NA model. My buddy also has the same model engine. However, my motor has the turbo valve cover, turbo crank pulley, seems to have the MLS head gasket, and even turbo wiring harness (has an IAT connector). Also have oil squirters in the block, but i hear every W210 NA has those. However, it still came with NA manifolds, the block is not drilled for oil, and it has the factory heat exchanger on the oil filter housing. I really want to know if it also somehow has turbo connecting rods, but do not want to tear down the engine just to find out, and assume it's NA. I'm curious if NA W210 motors also have the 130 bar injectors, and the upgraded vacuum pump.
The car likely had engine issues in the past and the previous owners swapped engines, but all that was available was a turbo long block. you can check the numbers on the block to see if it's a turbo motor without tearing into the engine. Its on the block facing the engine it's behind the fuel filter. 606.962 is a turbo and 606.912 & 606.910 are NA
What is the thread pitch of the bung on the OM606 NA oil filter housing? I can’t find this info online, need to make a splitter for oil pressure sender and turbo feed.
Did you mention ring gaps if you turbo it. Turbo cams often have less duration on either inlet or exhaust ( can't remember) on other makes...... Easy to find out, just fit dial gauge and degree wheel
Sorry lots of comments The flap in manifold is for tuned length inlet variation/ resonance. At a certain rpm they run better having all 6 connected in plenumnnmnmm and vice versa. It's used on exhausts on some engines in principle..... Yamaha exup. It's used on ford V6 inlets too I believe. I'm so clever, this is why God made me so lazy to compensate.....
How much preassure can an om606 turbo handle until it brakes? Wanna do an drag car with an om606 and wanna know the limmit how much can i push it. An answer would be very appreciated
At around 5.3-5.4 bar the block will start to fail and a crack parallell to the crankshaft will start to form. I cant remember if this was with or without a girdle plate
Im building 500hp om606 from n/a engine with H rods and turbo pistons. Problem is, i dont know how much power can .910 n/a head handle? Do i need turbo .960 head?
The heads the same but if your going with those pistons you will have to have that block bored. Only difference in the head is valve spring but the N/A head I heard is better
@@stevenholland2479Not the same. The turbo pistons are different, the oil squirters go inside them at BDC. So NA engines have oil squirters, just a different design.
Keen to find this out as well. In another video Luke says the 605 will do anything the 606 will, just take 1/6th off. So going off 300hp he says here I’d say probably 250hp is a wise number to shoot for
The blocks are same or different? I have an turbo engine, but the block is disabled. Only the casting is faulty. I thinking i will buy NA block because it is much cheaper, and i will rebuild it with the turbo version parts, if there are the same.
I have a na om606 in my cosworth w201 the oil pan has something bolted to the right hand side with two pipes coming from it. Don't know what it is? Any suggestions.
There isn't one power number. It all depends on how much fuel and boost you have. Up to 1.5 bar boost is probably safe on stock NA rods. Some Finnish people say they bend at 1.7 but I don't think there is any proof of that.
Could you just pro charge a na because there isn't any turbo oil feed line so it would make it easier??? Food for thought I doubt you'll see this cause its 4 months old but o well
Is it possible to get these engines imported? Does anyone in the states already do this ? It’s one hell of a motor & id love to have a few to build off of !!
This is one of the side projects we have going on. It’s funny this video popped up, because we are currently in the process of transferring the EDC pump, manifolds, turbo, and intercooler setup from a 99 E300 into a low mile 96 E300 (we chose 96, as it’s the only year 210 available in the US with a diesel and a 722.4 mechanical transmission, which allows us freedom to swap any transmission we choose without tripping any faults in the ECU).
You've got weird perversion for CAT Yellow but I'm actually started to shift into liking it too. CAT yellow is like a disease far more contagious than corona, lol!
Im here with you guys i suffered many years from pms Powerstroke moddification syndrome,ive stopped fir the kast 3 years but i think i can have my cake and eat it too Om606 and a pump injestors and a turbo and you dont have to buy more,you dont have to change your tumes all the time and it wint break (they say) yep best of both worlds the only thing ill be mussing is the 4 door 4x4 trailer towing firewood hauling look down into your car from my perch way up herr 6 inch lift in 35s Nut it might be enoughf if i can get a girlie friend to go with driving a car
I have a n/a om606 and my intake is the other one! Also the n/a has a higher compression ratio. I’d say it be better to supercharge the n/and avoid the headache.
@@Sammyboy1335 a change head gasket pistons and cilinders are perfect, oil pan was also removed and seald. Intake manifold is cear no flaps vacuum liner or anything, oil vapor plastic pipes removed to oil catch can so inake manifold ready for pressure. Injections from turbo (rebuilded) and 5-6 cyl cooling mod done (plus everything seald all pipes lines o rings and everything)
On edit, I reverted back to OEM after a bit. I put a 605 turbo gasket on my 602.. thought they were just different materials. The 605 to 602 needed a bit of modification in the form of some extra holes drilling and deburring.
@@V8freaks well, I put one on but after a bit of time had passed, wasn't happy with it. Ultimately, upon replacing the MLS, I realised why.. the cylinders were sealed fine but oil and coolant was slowly mixing. I hadn't realised that there's a small step in the block at the timing chain end - I suspect it's designed to require less gasket compression and therefore less clamping force by the smaller fasteners around that end. The gasket needs a few extra holes along it's length, which isn't much hassle, but the step on the block is. Maybe you could seal around that end, or add a layer of shim steel to make up the missing height. I've therefore reverted to the OEM HG. The car is my daily driver, so I couldn't spend ages removing the engine and modifying the block.
It might be an old wives tail, but that means “they” didn’t want “us” to have a turbo W124 because there are left hand drive turbo W124s … although thinking about it they are always estates! Go figure!
Exhaust manifold, turbo, boost pipes, oil lines, plugged intake manifold and preferrably an intercooler. If you want any power with that, an injection pump that can deliver more fuel.
I got a question on my OM603? It has this thingy on it . It looks a bit like a wanky thingy, but I think the spinny thingy broke off the wanky thingy. Thanks for your help. Great video like always.
Might I suggest getting a premium whatchamacallit. Pair that with a tumbly-pusher as it'll make getting the broken spinny thing off the wanky thing much, much easier!
