I've been on here a bit, and like the attitude, and tech level, so I'll give this a try. I'm asking for some help / thoughts / input on my pet project. Its not a Ford, but once you start modifying them, well, diesel is diesel, and this is just as applicable to the Rangers, and Explorers I do conversions on, so hopefully I wont get totally flamed!

My setup is a Mercedes 240D sedan motor, and Mercedes under-drive 4 speed automatic, fitted into a mini SUV, and hooked up using a modified toyota transfer case. you dont get them in the US, but if you want a look, I have a website at http://home.off-road.com/~northern_gypsy/?OFX

Current Mods: first, shes tuned to Daimler marine engine spec for 85-90HP & 145-150 ft/lbs. vs stock 72 HP& 121 ft/lbs ( hey, its NA, and small: I'm working on it ). Breathing is via a cold air, open element snorkle intake, and 2 1/4" exahust w/ agricultural muffler. Its also over-cooled compared to a stock 240D, using the radiator from a V6 volvo, and the engine oil cooler from a gas powered Mercedes limosine. Even over-fueling in 100*F heat up an 8% grade I cant get it to go past the thermostats 90*c ( 195F) rated temp, so I know I've got a fair safety margin for further upgrades. I have a KKK K26 turbo system on the workbench, but would like input on some portions of that project. Keeping in mind this is something of a budget buildup, but that I have / have access to full machine shop, what does the collective knowledge pool here have to say on the following:

1) what intercoolers were available OE ( on anything) that will fit into an L18"xD5"xH6" space? I plan on going shopping for used parts to keep costs down, and with almost all diesels being bigger than this, a take-off from a bigger motor should be a nice performance piece on my pipsqueak. The only suitable intercooler I know of is from a Euro spec Audi 5000CD turbo, and they're hard to find. oh - turbo outlet, and intake manifold are both 2" ID apertures.

2) Turbo - how to determine whats an acceptable 'max' boost. For those who've never dealt with Benz's the 240D is a fairly robust SOHC, cast iron 4 cylinder, uses a piston pump injection system w/ mechanical injectors, and has a 600rpm-5000 rpm rev band. The 'safe' setups for converting Benz's seem to run 6-10 lbs...but from the numbers I see on here, way more may be possible - aside from the obvious pyrometer for EGT's, how do you determine whats acceptable? thoughts on upgraded head gaskets, o-ring setups, stronger head bolts?

3)I've been reading the posts on advance micro fueling in newer engines for noise reduction, and reduced stress with a great deal of interest. The injection pump on the 240D uses a fairly conventional cam design to time & measure injected volume. I'd be very interested in a diesel engineers thoughts on whether/not it'd be worth my stipping a pump, and getting a custom cam made for greater max volume and a pre-injection micro squirt.( I have a spare pump, which I dont mind sacrificing to try this )what volume is suggested for the micro pulse? On the new motors, is the micropulse static timed 'x' degrees ahead of the main pulse, or does it also have an advance curve?

4) Also regarding injection timing advance: The 240D uses a centripital advance mechanism, somewhat like the distributor advance on older gas engines, to advance injection timing as rpms increase. Like a distributor, I suspect that the factory setting on the advance are not ideal, plus, I'm pretty sure I've heard that the racing rigs play with their advance curves for better power & acceleration. Adjusting the springs & the advance limiter involves completely removing the injection system, and timing chain, so its not all that easy to tweak in small stages. Any suggestions on how to optimise the injection advance? on a gas engein, I used to tweak the distributor til it started pinging, then back it off a hair: Max advance on a diesel is determined by ? Anyone happen to have a graph showing the advances curves for any of the ford diesels that I can at least use for comparative data? ( I'm figuring I'm gonna have to do dyno time on this, but maybe someones got a ballpark method?)

And thats it for my Q's. Because of the conversion work I do, I'd be interested in any other ideas for uprating older small diesels. Most of them are very under-stressed, & are built for long, fault free lives: They make for reliable, but not too inspired driving in conversions, and I'd like to be able to pep them up a bit. Thanks in advance for any constructive feedback, and I look forward to hearing from forum members.

chris

PS: I've posted this in a few places where I like the attitude - to anyone whos on multiple BBS, and sees it more than once apologies..just trying to gather as much info as possible.

 

No one has any love for this dude? Wish I could help. Check out his rig. Pretty neat I think. Somebody must be able to help this guy out.

The only thing I can think of is regarding the intercooler. Is there a difference between a turbo for a diesel vs. a gasoline engine (besides size)? I mean its just cramming in air, right? Could you use an intercooler from a turbo charged gasser, like a volvo or something?

Dunno, hope somebody with some knowledge chimes in here for you. Good luck.

-Shawn

 

well, thanks for trying shawn. Glad you found the page interesting: its a fun sort of rig, even with some work left to do on it.

chris

 

It is a cool page. You are way above my abilities. Good luck.