Om606 twin turbo

Please confirm you agree to the use of tracking cookies as outlined in the Cookies Policy. Sign in or register. Matt Robinson 6 years ago 1. Remind me later. Share Tweet Email Whatsapp. There's no escaping it, fuel is getting incredibly expensive these days.

As a result, even the most ardent petrolheads are getting tempted by the idea of an economical diesel.

Land Rover Defender with a Mercedes OM606 Turbo Diesel

Thinking about it though, that might not be such a bad thing. BMW's superb d proves that manufacturers are churning out some fantastic oil-burning performance cars that are genuinely tempting for the petrol-addicted. Not only that, but on the modified scene people are doing crazy things with diesels.

With that in mind, we've rounded up ten diesel cars that prove cheating on unleaded isn't necessarily such a bad thing BMW Md Before you get too excited: no, this car isn't packing a 5. Like a number of recent BMWs, the last two digits of the name are referring to a performance index rather than engine size; this is actually a 3.

Worry not, though, as it has three turbochargers. It was a controversial brute when it first arrived, as it was the first diesel to wear the famous M badge.

The catch?

om606 twin turbo

We don't get it in the UK, as the position of the four-wheel drive system's transfer box makes it too difficult to engineer a right-hand drive version. A pity. Volvo OM After spotting this crazy video of a dirty Volvo diesel burnoutwe just had to feature it in our Wheelspin Wednesday feature. This smoky animal is powered by a highly-modified Mercedes OM 3. Because it's such a strong engine, this Merc powerplant is a popular choice for those wanting massively-modified oil burners.

Video 3. As you'd expect the company offers numerous petrol cars with massive power outputs, but its most curious offering is the diesel, 3-series-based D3.While we never thought we'd see the day where enthusiasts swapped other engines in place of the legendary Toyota 2JZ power plant, this MK4 Supra's Mercedes-Benz diesel has proven us wrong. Gone is the ultra-tuneable, twin-turbo inline-six, now in favor of another six-pot that ditches Japanese refinement for oil-burning power.

om606 twin turbo

This one follows that same power-junkie ethos but executes it in a different manner. A video of the car rocking its new 3. It appears that there have been other attempts at building a diesel-powered Supra in the past, though this effort seems to have beaten them to the punch. This guy has been at it for a few years with his Cummins-powered Supra buildbut the project seems to have stalled for one reason or another.

On the upside, the car will be epic when it's finished, sporting a lift, off-road wheels, and giant turbos. We all know diesel-powered vehicles make for pretty mean drift missiles. By Chris Teague August 14, Celebrating the diesel engine's st birthday, GM took a torquey picture of its diesel trucks. Reaching that mark required nothing more than simple and straightforward modifications.Try it free for 14 days. View Full Image. Diesel Power Magazine how to.

Trevor Reed —. Are two turbos always better than one? How about three? The answer depends on what you plan to do with your diesel. While some setups can be used for multiple purposes, others may only be great during a competition. So, what do you really need? If your vehicle is only used for daily driving, then a gigantic single turbo may actually reduce performance, except when your accelerator is on the floor and you are well beyond the speed limit even in Montana or Texas.

On the other side of the spectrum, even though a Duramax with a stock turbocharger won the first Diesel Power Challenge—our competition that combines quarter-mile blasts, trailer drags, dyno runs, and sled pulling, along with a real-world, public-street mpg battle—it took generous levels of nitrous oxide and some luck to make it happen.

So, in this crash course, we hope to steer you toward the right direction in choosing the best turbo setup for your needs. During the week, these trucks are used for commuting to and from work. And on the weekends, they are driven to the dragstrip, hooked to a sled, or used to tow a large trailer.

Massive power may not be needed on a daily basis, but you diesel soldiers want to be ready for battle with just a twist of the knob or tap of a touchscreen on the programmer. Since these folks have the most diverse plans for their trucks, they also have the most options for powertrain enhancement. This includes reliance on the stock turbo along with specialized programmingupgrading the factory turbo, or investing in a multiple turbo system. Your build plans are really quite open, with your upgrade options ranging from the following: installing a larger compressor wheel inside your stock turbo to move more air; throwing on a bigger wastegate to safeguard against overspinning your turbo; installing a completely new, larger primary turbo; stepping up to a two-turbo system, which uses a small compressor either the stock, variable-geometry turbo, or an upgraded primary turbo for low-end power along with an extra-large turbo, which kicks in when the truck is being pushed toward its limits; or even a compound turbo system that uses a larger turbo and an even bigger secondary charger.

While none of these setups will necessarily max-out the ultimate power potential of your truck, they will still dramatically increase the performance of your engine while keeping your truck streetable, by minimizing the increase in turbo lag, or even decreasing the time it takes the turbo s to spool up. Competition Only Unlike a daily driver, a pure dragstrip or sled pull truck owner will not necessarily be concerned with turbo lag, because these vehicles are designed to operate in a specific rpm range.

In addition to the large amounts of smoke produced by pushing massive doses of fuel into the engine, the turbo setups that are most effective for these specialized trucks are very large and take a relatively long time to produce maximum boost levels.

While these dedicated setups create hundreds of pounds per square inch of intake pressure using either a gigantic single turbo; large, two-turbo systems; or even three turbosit takes a lot of fuel and high rpm to get the turbochargers to reach optimal boost levels.

Trailer Towers and Snowplowers Three-quarter- and 1-ton trucks are designed to tow very large trailers or push snow with factory equipment. Modern variable-geometry turbos are built to have the personality of both a small and large turbo, but drivers who tow or push heavy loads on a regular basis may benefit the most from having two turbos under the hood.

And what better way to use it than to spin an additional turbo? There are also single-turbo setups designed just for these jobs, but since they are generally larger than a stock turbo, you may have to live with some additional turbo lag when you drive unloaded.

Maximum MPG Masters Owners who use their truck mainly for commuting are likely to be those most concerned with the miles they get per gallon of fuel. While a two-turbo setup, which uses a stock VGT and a larger unit for higher rpm, may be able to achieve higher mileage thanks to the extra power on tap to move the truck, it will require a lot of self control.

If you know that a big atmospheric turbo is just ready to spool up any time you squash the pedal, will you really be able to resist? Also, if your ultimate goal is to save money by getting better fuel economy, you need to do the math to figure out your return on investment. We understand your dilemma. For towing, a small set of compounds is the way to go and will keep exhaust gas temperature in check.

Finally, for an all-out race vehicle, either a very large single combined with 4,rpm-plus engine speeds or compound twins or triples is recommended. Sources Elite Diesel Engineering.

Ford F-250 with a Mercedes Diesel Inline-Six

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First Prev 3 of 9 Go to page. The new Compound setup put the big turbo first to receive exhaust from the manifold via the last adapter. Then another portion from the original charge pipe itself was used to make a 3"- 1. The compound system is not the traditional setup. For those unfamiliar a brief explanation.

In a compound turbo setup you have 2 turbo chargers of different sizes. The Primary High Pressure turbo which is the smaller of the 2 is the first one to see exhaust from the engine. The exhaust gas that would normally come out and go to the exhaust system is then routed to the Secondary Low Pressure larger turbos turbine inlet housing.

The low pressure turbo big force feeds the High pressure turbo small.

om606 twin turbo

The High pressure turbo feeds the engine at all times. This is to reduce the turbo lag. The small turbo makes for quick spool and good streetability and when the big turbo starts making boost the small turbo multiplies whats being fed to make more power. So in this unorthodox setup the Big turbo receives exhaust first and the small turbo Second. The Big turbo still feeds the small turbo. Now the wastegate just vents back pressure from the large turbo and will dump excess pressure to the exhaust.

The Small turbo is using a wastegate control valve and a billet wastegate set to 2 Bar. I will set the Hypergate to open when the max desired back pressure on the small turbo is reached.Portal Search Calendar Help. Hello There, Guest! Login Register. Login Username: Password: Lost Password? Remember me.

Mercedes-Benz OM606 engine

Thread Rating: 0 Vote s - 0 Average 1 2 3 4 5. Thread Modes. Seems pretty obvious really, because the stock rear housing is a choker. I'm sure it could be machined, new turbine etc But there may be something in the twin setup worth exploring, and I do like the ability to use factory stock parts when looking for performance increases. With the design intent of the application being a broad spead of power and torque - as much as possible, and a conservative redline of 5.

The aim is not to use huge boost figures, or cc of fuel at max rack travel. For now though, it's a 1. That allows the trans and transfer case to remain in situ and helps to keep it simple, but the longevity of the R and the ZF box behind a torquey is not likely to be sufficient for my reliability requirements. So it'll probably end up being the For those familiar with gearing changes etc, the Back to the turbo setup though.

I haven't seen many twin setups, certainly very few on diesels, more common on m's though. We have time to get this right before the engine goes anywhere near the car, so it's crucial to make this a reliable setup. As I said, we're not chasing huge horsepower, just a stout combination with good response and pickup, low lag, and reasonable fuel consumption. This post was last modified:AM by JoeB. A couple of GTBV would also be awesome and also quick spooling.

As soon as I figure out my F tranny problem, that's my plan too. This post was last modified:PM by 50harleyrider. I have a GRV on a But its quite some work to control it.

But definately doable. I could have 1bar boost at idle but that does not mean flow is good, when the vnt is close to close turbine efficiency is very poor so it need a lot of drive pressure and that really hurt volumetric efficiency, if you add two of these it get even worse, I ones did a long time ago on a om, though it would really needed a second turbo in series to come to full advantage in that kind of build I guess two GTDVRK would be a better choice for drive ability but small turbo normally had bad isenentropic efficiency on turbine, and turbine is special on that turbo properly for the worse though efficiency in gtbvl compressor i mazing good if used right.

This post was last modified:PM by Turbo. Had V on tds controled by PID regulator, good low end torque but top end sucked.Surely hp is irrelevant.

It is the torques that matter here. I'm almost finished the conversion with fully electronic and merc 5speed auto, and it would turn a standard r to playdough in minutes at full throttle.

Gazfab has a lot of great products, and takes a lot of the hardship out of the conversion, but the Not with you on milling the flywheel? It would be nice to move the input shaft a couple of mm closer to the end of the crank to get the last couple of mm of spline engagement, I would need to add material on to the flywheel to achieve that.

I ground off 3mm of the "cup" lip on the end of the crank to allow the sprinter flywheel to sit against the crank face, could that be what those guys were referring to? My experience is that the merc boxes are ok but still not that tough and much more work to fit when you take the divorced transfer into account or the coupler to the ml gearbox. Merc themselves derated the om to preserve the cdi manual box!

Yep very true! R is rated for nm of torque. The 4. The om is rated at nm in standard form, again ok in the r and surprisingly more than the Perkins 4. Good guess and correct on all counts. I guess if geared for road speeds and on road tyres it probably would be OK. Stick it in crawler gears on tractor tyres on grass and stick 10 tonnes on the back and try a few hill starts You might be right!

Got to remember there's a hell of a lot of reduction gearing on a tractor though. The later parts of the transmission i. Near the wheels are subject to massive amounts of torque due to the gearing. The engine and primary gearbox a lot less so. Another point is that your Perkins makes its peak torque at around rpm, and at that speed the individual torque "pulses" as each cylinder fires will be quite substantial, giving the gearbox a hard time with shock loading.

It's that that would break it rather than the actual output numbers. Yep, but I'd rather wait until it's up and running in case something isn't right! Don't want to cause folks a load of problems. Hasten to add I have no business interest in it either, I'm keeping Gaz fab posted on what's happening as he doesn't really have the time to look into it but already has some of the bits. I've seen the 5 speed Modifications such as programmers, air intakes and exhaust systems were added initially, with great end results.

After the entry-level add-ons showed little to no detrimental side effects, many decided to push the envelope further, turning to larger injectors and aftermarket lift pumps for even more gains. Eventually, the time came when all of the added fueling needed to be paired with more airflow.

With the stock turbocharger pushed to its max, aftermarket turbo setups became the next logical upgrade. Today, compound turbo arrangements are almost as common as injector upgrades when it comes to diesel powered pickups. From hot-running street trucks to competitive sled pullers, they can be found everywhere.

Even truck owners that work their rigs for a living are adding a second charger under the hood. The primary benefits of compound systems are great low-end torque, strong mid-range and exceptional top-end performance. This is because a small high-pressure turbo is utilized to get things started at lower rpm, while a larger atmosphere, or low-pressure unit takes over at higher rpm. Available sizes either from factory or aftermarket suppliers typically range from 75 mm labeled an S to 88 mm labeled an S compressor wheels, along with 83 mm to 96 mm turbine wheels being the norm.

These turbos feature a T6 mounting flange, have no problem handling 60 psi of boost or moreand can be had with a degree thrust bearing assembly for added reliability. They offer arguably the best bang for the buck in the diesel industry, with affordability, durability and big performance gains being their key strong suits. For budget-minded truck owners, add-a-turbo kits are frequently employed.

These types of systems are good for the hp to hp. Find out how to make your Duramax diesel engine invincible. One of the most prevalent compound turbo setups in the diesel industry bundles an S BorgWarner based S unit on top of the aforementioned S, which acts as the atmospheric turbo on 5. While smaller in size, they are quick-spooling, great for towing, support hp and can be had on a reasonable budget.

The most budget-friendly Cummins engine is the 3. Here's what you need to know about this 4BT. Even though the larger displacement of the 6. An age-old combo for making big horsepower with the 5.

Here is an example of a compound arrangement intended for work. Compound arrangements that utilize a variable geometry turbo are ideal for getting loads up and moving quicker. At low speeds, the exhaust housing is more restrictive i.

Turbo and Stance

Both chargers are extremely tough, with the HX35 alone being infamous for handling in excess of 40 psi of boost on a regular basis. If you have the know-how to fabricate your own piping, a system like this can literally be put together for a few hundred bucks.

For those in the market for a used diesel pickup, we have a Cummins Catalogue to help you out. Being that the 6. Add a tuner and you could see hp to hp immediately, thanks to the great airflow. And, for those seeking more power, it only makes sense to upgrade the factory turbos before throwing money at a completely different compound system.

One company that pioneered modified stock turbo arrangements on the 6. This setup can support hp, while a slightly larger Tow-Power Plus features a Compound arrangements for the 7. Looking to buy a used power stroke? While various turbo options are available with its Big Twin kit, the one shown here replaces the valley stock location charger with a billet S, and mounts a billet S where the passenger side battery used to reside. This setup is said to be good for up to hp. However, due to higher costs namely from ball bearing center cartridgesthe BorgWarner chargers remain most cost-effective.

Compound turbo configurations are often referred to as twin-turbo systems, which is not technically accurate. In a compound system, two stages of boost production occurs one turbo blowing into anotherand the system is made up of a larger turbo, called the atmospheric or low pressure unit, being used in conjunction with a smaller high pressure charger.


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