The toyota case was actually in a compact SUV, and while a bit ungainly looking, worked very well.

I've been involved with 2 Wagoneers: one I did myself, one I provided technical info for a fellow on the other coast. I lost the some pics to a hard drive failure a few years ago, and those are his truck, but I thought they'd interest folks on here. 'Mine' used the OM 617 turbo, Benz Automatic, and the divorced NP203 ( full time) case from a 1 ton ford. The diesel and tranny were somewhat lighter than the 360 that came out, so performance was pretty good. owner was telling me high 30 MPG #'s when I last spoke to him (imperial gallons....just to keep the numbers straight)

Brings up a good point about the Benzs though: lots of myths about power and rpms. Idle is supposed to be ~650 rpm, and benz provide 2 redline numb ers: 5250 no load, and 4500 under max load. Factory auto does forced upshift at 5200...so yes, they actually do rev that high. Based on Cam profile, and stock gearing on assorted models, ideal cruise is from 2400-3000rpm: I generally aim higher the lower the power to weight ratio. As for power, benz set the rpm limiter by simply locking the fuel screw at 5250 rpm under no load - lots of fuel left if you can find an alternate way of providing over-rev control. they're also tuned for low NVH, smooth shifts, and low smoke...playing with them can provide vastly more power, and more amusing shift points. For the wagoneer, I used a redlight tach to activate the fuel rack shutoff, removed the max fuel screw, advanced the static injection timing a bit, and changed the accel/smoke setting. power was ~185HP, and 285 ft.bs with the stock turbo, and mild smoke under full throttle/low rpm. 0-100 kph was about 12 seconds empty, and while setting up the trans, I found out that over-adjusting the shift harshness will relocate your fillings, and break the beack end loose on the 1-2 shift quite handilly.

the one I'm building for myself is getting reworked pump & injectors, 86mm compressor wheel, intercooler, and some experimental bits I want to try...target numbers are 200HP, and 300 ft.lbs at the wheels, adn I'm not really expecting any difficulty in acheaving that.

 

why not a 5 cyl. CAT deisel??

 

What's the name of that cat motor? The smallest I've seen is a C7, which is the equivalent to a IH DT466...a 1,400 lb motor. These are medium duty big truck engines.

 

This is great information for me. Thanks for the input.
So the only way to get a turbo exhaust manifold for the OM616 is in a marine application? That N/A intake is huge- how did you plumb the boost?

Also, the 616 bellhousing- you didn't mention the clutch linkage...were they hydraulic, cable, or mechanical? This is an interesting theory mating say, a T-5 to the MB bellhousing. I can't think of too many 5 speeds that the bellhousing comes off of. The AX-15 in my Jeep is Toyota made, and just like the NV3500 (really a Getrag) is the same story- the bellhousing is cast into the front case half. What other 5 speeds would you reccomend using for the 616 bellhousing?

I've heard 40+ mpg in the 616 application. My build will be for fuel economy, so this really intersts me. It's not the end of the world if I have to use the 617/auto combo, but turbo would be the only way I will do a diesel engine.

Last year I freed myself from Arab oil (kinda), by running veggie oil. My F350 gets about 15mpg, so if I can doulble that, I'd be happy.

 

if you want an MB manifold, yes. Making one is quite easy, but takes some explaining. there are 2 distinct generations of the 616. the early ones use a messed up reverse feedback vacuum throttle plate system, and have central intake, and exhaust manifold openings. the later motors use a somewhat more conventional piston pump, and have the large plenum intake ( top opening) and a rear exit exhaust manifold. Ideally, to build a custom turbo setup, you want an early exhaust manifold, to which you weld a turbo mount flange, and the later style injection pump. Additionally, '81 and later have a slightly more lumpy cam, and bigger valves...if you're willing to chase down the pieces.

As for the boost plumbing, the 240's I've built havent had space for intercoolers - I use ABS tubing to protoype the tubes, then build them out of mandrel bent exhaust tubing. the Large plenum intake has a top opening in OE form, but uses press fit plugs in the ends...remove the frint plug, and duct the boost tube around. I either just plug up the OE top opening, or in one instance I experimented with a blow off valve there.

tried to do attahcments, but it didnt work - I'll add a couple of in-progress pics, called turbo1, and turbo2 to my photobucket, so you can see what I'm talking about. http://s419.photobucket.com/albums/pp276/ulendo/

benz's came with 2 different mechanical ( rod) linkages, or a hydraulic...depends on model, and year. Other ones I've seen/heard of are Toyota, Volvo, NP435, Land Rover, AutoVas, and Suzuki. Toyota 5 speeds are plentiful, the volvos I've seen are the ones with a piggyback overdrive, and it was the suzuki Samurai 5 speed. FWIW, the usual gearset in a Benz 240D sedan are 1:1 4th, 1.41:1 3rd, 2.36:1 2nd,3.9:1 1st, and 3.7:1 reverse. so they're not bad for most on/off road setups.

 

we have a winnebago LeSharo with the 2.2 L diesel engine (shot) and need a new engine-any suggest?ions

 

Check out 4btswaps.com. I was hell bent on doing a 4bt swap in my XJ about 6 months ago, but another member on that site was having a hell of a time doing it in his XJ. Gotta have atleast 4 inchs of lift, new tranny, and stronger axles.

 

Everything I have read about the renaults that the cherokees came with were trouble. They were a 2.1L diesel which was a little small even for diesel standards. That is why I am choosing not to put one(renaults) in. To many problems with them

 

how in the heck did you get that motor in an XJ? and do you think that one could put one in a 98 xj? let me know your secrets!

 

Lots of work and money here.
http://www.dieselpowermag.com/tech/0...ion/index.html

 

I'm in the middle of a swap to a 6bt in my
Xj it can be done but uv really had to
Work the drive line angles to make it practical

 

a 6bt is too long for a cherokee engine bay.

 

u doin a build thread???

 

way out of my budget for the moment.. I actually once had an HPA turbo'd R32, she was a screamer and ran the 1/4 in just under 12.5

Anyhow, on topic.. This looks good, but again, way out of my budget but it's a good thing that there is a company doing conversions like this..
This is the cream of the crop, it doesn't get any better..

http://www.hpamotorsport.com/TDI-YJ-AX5.htm

 

i can think of a ton better options to spend that kind of money on rather than a VW motor.